Kohler Command Pro SM PDF

ECH630-ECH749, CH735, CH26, CH745
Service Manual
IMPORTANT: Read all safety precautions and instructions carefully before operating equipment. Refer to operating
instruction of equipment that this engine powers.
Ensure engine is stopped and level before performing any maintenance or service.
2 Safety
3 Maintenance
5 Specifications
15 Tools and Aids
18 Troubleshooting
22 Air Cleaner/Intake
23 Electronic Fuel Injection (EFI) System-ECH
48 Electronic Fuel Injection (EFI) System-Bosch
81 Lubrication System
83 Electrical System
88 Starter System
92 Disassembly/Inspection and Service
107 Reassembly
24 690 01 Rev. D KohlerEngines.com 1

Safety
SAFETY PRECAUTIONS
WARNING: A hazard that could result in death, serious injury, or substantial property damage.
CAUTION: A hazard that could result in minor personal injury or property damage.
NOTE: is used to notify people of important installation, operation, or maintenance information.
WARNING WARNING CAUTION

Explosive Fuel can cause Accidental Starts can Electrical Shock can
fires and severe burns. cause severe injury or cause injury.
Do not fill fuel tank while death. Do not touch wires while
engine is hot or running. Disconnect and ground engine is running.
Gasoline is extremely flammable spark plug lead(s) before
and its vapors can explode if servicing. CAUTION
ignited. Store gasoline only in
approved containers, in well Before working on engine or Damaging Crankshaft
ventilated, unoccupied buildings, equipment, disable engine as and Flywheel can cause
away from sparks or flames. follows: 1) Disconnect spark plug personal injury.
Spilled fuel could ignite if it comes lead(s). 2) Disconnect negative (–)
in contact with hot parts or sparks battery cable from battery.
from ignition. Never use gasoline
as a cleaning agent. WARNING Using improper procedures can
Hot Parts can cause lead to broken fragments. Broken
WARNING severe burns. fragments could be thrown from
engine. Always observe and use
Rotating Parts can cause Do not touch engine precautions and procedures when
severe injury. while operating or just installing flywheel.
Stay away while engine after stopping.
is in operation. Never operate engine with heat WARNING
Keep hands, feet, hair, and shields or guards removed.
clothing away from all moving High Pressure Fluids can
parts to prevent injury. Never puncture skin and cause
WARNING severe injury or death.
operate engine with covers,
shrouds, or guards removed. Cleaning Solvents can Do not work on fuel
cause severe injury or system without proper
death. training or safety
WARNING equipment.
Use only in well
Carbon Monoxide can ventilated areas away
cause severe nausea, Fluid puncture injuries are highly
from ignition sources. toxic and hazardous. If an injury
fainting or death.
Carburetor cleaners and solvents occurs, seek immediate medical
Avoid inhaling exhaust are extremely flammable. Follow attention.
fumes. cleaner manufacturer’s warnings
Engine exhaust gases contain and instructions on its proper and
safe use. Never use gasoline as a WARNING
poisonous carbon monoxide.
Carbon monoxide is odorless, cleaning agent. Explosive Fuel can
colorless, and can cause death if cause fires and severe
inhaled. burns.
Fuel system ALWAYS
remains under HIGH
PRESSURE.
Wrap a shop towel completely
around fuel pump module
connector. Press release button(s)
and slowly pull connector away
from fuel pump module allowing
shop towel to absorb any residual
fuel in high pressure fuel line. Any
spilled fuel must be completely
wiped up immediately.
2 KohlerEngines.com 24 690 01 Rev. D

Maintenance
MAINTENANCE INSTRUCTIONS
WARNING
Accidental Starts can cause severe injury or Before working on engine or equipment, disable engine as
death. follows: 1) Disconnect spark plug lead(s). 2) Disconnect
Disconnect and ground spark plug lead(s) negative (–) battery cable from battery.
before servicing.
Normal maintenance, replacement or repair of emission control devices and systems may be performed by any repair
establishment or individual; however, warranty repairs must be performed by a Kohler authorized dealer.
MAINTENANCE SCHEDULE
Every 25 Hours or Annually¹

● Service/replace low-profile precleaner (if equipped). Air Cleaner/Intake
Every 100 Hours or Annually¹

● Change oil. Lubrication System
● Replace low-profile air cleaner element. Air Cleaner/Intake
● Remove and clean shrouds and cooling areas. Air Cleaner/Intake
● Check oil cooler fins, clean as necessary (if equipped). Lubrication System
Every 150 Hours

● Check heavy-duty filter minder. Air Cleaner/Intake
● Inspect heavy-duty air filter paper element and inlet screen area. Air Cleaner/Intake
Every 200 Hours¹

● Replace unique Electronic Fuel Injection (EFI) fuel filter.
Every 200 Hours

● Change oil filter. Lubrication System
● Replace spark plugs and set gap. Electrical System
Every 300 Hours¹

● Replace heavy-duty air cleaner element and check inner element. Air Cleaner/Intake
Every 600 Hours¹

● Replace heavy-duty air cleaner inner element. Air Cleaner/Intake
1
Perform these procedures more frequently under severe, dusty, dirty conditions.
REPAIRS/SERVICE PARTS
Kohler genuine service parts can be purchased from Kohler authorized dealers. To find a local Kohler authorized
dealer visit KohlerEngines.com or call 1-800-544-2444 (U.S. and Canada).

Maintenance
OIL RECOMMENDATIONS STORAGE
We recommend use of Kohler oils for best performance. If engine will be out of service for 2 months or more
Other high-quality detergent oils (including synthetic) follow procedure below.
of API (American Petroleum Institute) service class SJ 1. Add Kohler PRO Series fuel treatment or equivalent
or higher are acceptable. Select viscosity based on to fuel tank. Run engine 2-3 minutes to get stabilized
air temperature at time of operation as shown in table fuel into fuel system (failures due to untreated fuel
below. are not warrantable).
2. Change oil while engine is still warm from operation.
Remove spark plug(s) and pour about 1 oz. of
engine oil into cylinder(s). Replace spark plug(s) and
crank engine slowly to distribute oil.
3. Disconnect negative (-) battery cable.
4. Store engine in a clean, dry place.
FUEL RECOMMENDATIONS
WARNING
Explosive Fuel can cause fires and severe
burns.
Do not fill fuel tank while engine is hot or
running.
Gasoline is extremely flammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or flames. Spilled fuel could ignite
if it comes in contact with hot parts or sparks from
ignition. Never use gasoline as a cleaning agent.
NOTE: E15, E20 and E85 are NOT approved and

should NOT be used; effects of old, stale or
contaminated fuel are not warrantable.
Fuel must meet these requirements:
● Clean, fresh, unleaded gasoline.
● Octane rating of 87 (R+M)/2 or higher.
● Research Octane Number (RON) 90 octane minimum.
● Gasoline up to 10% ethyl alcohol, 90% unleaded is
acceptable.
● Methyl Tertiary Butyl Ether (MTBE) and unleaded
gasoline blend (max 15% MTBE by volume) are
approved.
● Do not add oil to gasoline.
● Do not overfill fuel tank.
● Do not use gasoline older than 30 days.

Specifications
Engine Dimensions with Heavy-Duty Air Cleaner
424.29 Dimensions in millimeters.
Inch equivalents shown in [ ].
130.00 135.00
(16.704) 304.72
(5.118) (5.315)
277.30 (11.997)
Air Filter Cover 88.20 Air Filter Rain
(3.473) (10.917) Cap Removal
Assembly Removal
230.20
(9.063)
Safety Air Filter
Element Removal
342.52
(13.485)
Primary Air Filter
Element Removal
LIFT STRAP
17.53
19.22 (0.690)
(0.757) Spark Plug
Spark Plug
15.70 432.61
(0.618)
(17.032)
142.89 92.10 Engine

(5.626) (3.626)
184.20
Mounting (7.252)
Hole “A”
471.44
(18.560)
210.40
(8.284)
52.40
(20.063)
89.00
2X OIL DRAIN PLUG (3.504)
3/8 NPT (IN.)
MOUNTING
OIL FILL LOCATION HOLE “A”
OIL DIPSTICK
622.63 286.49
(24.513) (11.279) 51.20
(2.016)
1/4 IN. SQ.

KEYWAY
85.50
(3.366)
28.56
Ø(1.125)
LIFT
STRAP
7/16-20 UNF 2B (IN.)

38.10 (1.500)
155.58
152.08 OIL FILL LOCATION
(5.987)
(6.125)
OIL FILTER
97.38
(3.834)
30˚
52.75 ENGINE MOUNTING

(2.077) 104.00 89.00 SURFACE
(4.094) (3.504)
30˚
OIL FILTER
30˚ 30˚
301.59
(11.874)
SOLENOID 3/8-16 UNC 2B (IN.)

SHIFT 17.0 (0.669)
STARTER Ø142.88 (5.625) B.C.
45˚ 45˚
7/16-14 UNC 2B (IN.)
21.0 (0.827)
Ø196.85 (7.75) B.C.
ENGINE
MOUNTING
SURFACE

Specifications
Engine Dimensions with Low-Profile Air Cleaner
426.44
(16.789) Dimensions in millimeters.
302.63
(11.915)
Inch equivalents shown in [ ].
60.00
17.07 (2.362) 12.15
(0.672) AIR CLEANER (0.478)
SPARK PLUG COVER REMOVAL
17.53
(0.690)
SPARK PLUG
32.00 (1.260)
50.00 (1.969) EXHAUST PORT #2
SPARK PLUG
12.00 (0.472)
EXHAUST PORT #1
FUEL FILTER
463.36
(18.242)
OIL DIPSTICK
CRANKSHAFT
15.70
(0.618)
OIL FILTER
REMOVAL
432.61
ENGINE (17.032)
142.89 92.10
(5.626) (3.626)
MOUNTING
184.20 HOLES
MOUNTING HOLE (7.252)
“A”
370.05
(14.569)
3.05 30.00
(0.120) (1.181) FUEL PUMP
OIL FILL SPARK PLUG
OIL FILL
12.19
(0.480) 51.00
(2.008) 67.50 (2.657)
ENGINE MOUNTING SURFACE
MUFFLER MOUNTING
OIL DRAIN PLUG 89.00 BOSSES
3/8 IN. NPT (3.504)
101.38
(3.992)
1/4 IN. SQ. KEYWAY 8550

(3.366)
KEYWAY
7/16-20 UNF 28 IN.

38.10 (1.500) 334.78
(13.180)
173.68
155.58 152.08 (6.838)
(6.125) (5.987) 122.10
OIL FILTER
(4.807)
75.35
65.00 (2.966)
(2.559) LIFT STRAP
52.75 12.19
4.00 (0.157)
(2.077) 51.00 (0.480)
PILOT RECTIFIER
OIL FILTER (2.008)
REGULATOR
ENGINE MOUNTING SURFACE OIL DRAIN PLUG
100.00 89.00 3/8 IN. NPT
MOUNTING SURFACE
(3.937) (3.504)
MOUNTING
HOLE “A” 30˚
50.00
(1.969)
50.00 EXHAUST PORT #2
(1.969)
EXHAUST
PORT #1
M8 X 1.25
4 STUDS
M8 X 1.25 308.17
283.58 (12.133)
20.5 DEEP
(11.164)
2 HOLES
MUFFLER MTG
SOLENOID BOSSES
SHIFT
STARTER
ENGINE MTG SURFACE MOUNTING HOLE “A”

PILOT 177.800
(7.000)
OPTIONAL PILOT 146.050
(5.750)

Specifications
ENGINE IDENTIFICATION NUMBERS
Kohler engine identification numbers (model, specification and serial) should be referenced for efficient repair,
ordering correct parts, and engine replacement.
Model. . . . . . . . . . . . . . . . . . . . . ECH630
EFI Command Engine
Horizontal Shaft
Numerical Designation
Specification . . . . . . . . . . . . . . . ECH630-3001
Serial. . . . . . . . . . . . . . . . . . . . . 3923500328
Year Manufactured Code Factory Code
Code Year
39 2009
40 2010
41 2011
GENERAL SPECIFICATIONS3,6 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Bore 80 mm (3.15 in.) 83 mm (3.27 in.) 83 mm (3.27 in.)
Stroke 69 mm (2.72 in.) 67 mm (2.64 in.)
Displacement 694 cc (42.4 cu. in.) 747 cc (45.6 cu. in.) 725 cc (44 cu. in.)
Oil Capacity (refill) 1.9 L (2.0 U.S. qt.)
Maximum Angle of Operation
(@ full oil level)4 25°
TORQUE SPECIFICATIONS3,5 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745
Blower Housing
Into cored aluminum hole or weld nut
M5 6.2 N·m (55 in. lb.) into new holes
4.0 N·m (35 in. lb.) into used holes
M6 10.7 N·m (95 in. lb.) into new holes

Into extruded hole in sheet metal

M5 2.8 N·m (25 in. lb.) into new holes 6.2 N·m (55 in. lb.) into new holes
2.3 N·m (20 in. lb.) into used holes 4.0 N·m (35 in. lb.) into used holes
M6 2.8 N·m (25 in. lb.) into new holes 10.7 N·m (95 in. lb.) into new holes
2.3 N·m (20 in. lb.) into used holes 7.3 N·m (65 in. lb.) into used holes
Closure Plate
Fastener 25.6 N·m (227 in. lb.) 24.4 N·m (216 in. lb.)
Connecting Rod
Cap Fastener (torque in increments) 11.6 N·m (103 in. lb.)
8 mm straight shank 22.7 N·m (200 in. lb.)
8 mm step-down 14.7 N·m (130 in. lb.)
6 mm straight shank 11.3 N·m (100 in. lb.)
3
Values are in Metric units. Values in parentheses are English equivalents.
4
Exceeding maximum angle of operation may cause engine damage from insufficient lubrication.
5
Lubricate threads with engine oil prior to assembly.
6
Any and all horsepower (hp) references by Kohler are Certified Power Ratings and per SAE J1940 & J1995 hp
standards. Details on Certified Power Ratings can be found at KohlerEngines.com.

Specifications
Crankcase
Breather Cover Fastener 11.3 N·m (100 in. lb.) into new holes 7.3 N·m (65 in. lb.)
Oil Temperature Sensor (into breather 7.3 N·m (65 in. lb.)
cover)
Oil SentryTM (into breather cover) 4.5 N·m (40 in. lb.)
Oil Drain Plug 13.6 N·m (10 ft . lb.)
Cylinder Head
Hex Flange Nut (torque in 2 first to 16.9 N·m (150 in. lb.)
increments) finally to 33.9 N·m (300 in. lb.)
Head Bolt (torque in 2 increments) first to 22.6 N·m (200 in. lb.)
finally to 41.8 N·m (370 in. lb.)
Rocker Arm Screw 11.9 N·m (105 in. lb.) 11.3 N·m (100 in. lb.)
Fan/Flywheel
Fan Fastener 9.9 N·m (88 in. lb.)
Flywheel Retaining Screw 71.6 N·m (52.8 ft . lb.) 66.4 N·m (49 ft. lb.)
Metal Debris Screen Fastener (to 9.9 N·m (88 in. lb.)
flywheel)
Plastic Debris Screen Fastener (to fan) 4.0 N·m (35 in. lb.)
Fuel Pump
Module Baffle Fastener 11.9 N·m (105 in. lb.)
Module Fastener 9.2 N·m (81 in. lb.)
Pulse Pump Bracket Fastener 2.1 N·m (25 in. lb.)
Pulse Pump Fastener to Bracket 7.3 N·m (68 in. lb.) into new holes
Governor
Lever Nut 7.1 N·m (63 in. lb.) 6.8 N·m (60 in. lb.)
Speed Control Assembly
Assembled to Cylinder Heads 10.7 N·m (95 in. lb.)
Assembled to Blower Housing 2.8 N·m (25 in. lb.)
Ignition
Spark Plug 27 N·m (20 ft. lb.)
Coil Fastener 10.2 N·m (90 in. lb.)
Ignition Module Fastener Torque 4.0-6.2 N·m (35-55 in. lb.)
Crankshaft Position Sensor Screw 6.2 N·m (55 in. lb.)
Crankshaft Position Sensor Bracket 7.3 N·m (65 in. lb.)
Screw
Electronic Control Unit Screw 6.2 N·m (55 in. lb.)
Blower Housing
Rectifier-Regulator Ground Strap 2.8 N·m (25 in. lb.) into new holes
Fastener 2.3 N·m (20 in. lb.) into used holes
Rectifier-Regulator Fastener 1.4 N·m (12.6 in. lb.)
3
5
Specifications
Intake Manifold
Fastener (torque in 2 increments) first to 7.8 N·m (69 in. lb.) first to 7.4 N·m (66 in. lb.)
finally to 10.5 N·m (93 in. lb.) finally to 9.9 N·m (88 in. lb.)
Manifold Absolute Pressure (MAP) 7.3 N·m (65 in. lb.)
Sensor Fastener
Fuel Injector Cap 7.3 N·m (65 in. lb.)
Air Cleaner to Throttle Body Fastener 8.2 N·m (73 in. lb.)
Nut
Heavy-Duty Air Cleaner Mounting 5.8 N·m (51 in. lb.)
Bracket Fastener
Fuel Injector Cap Fastener 7.3 N·m (65 in. lb.)
Muffler
Retaining Nut 27.8 N·m (246 in. lb.) 24.4 N·m (216 in. lb.)
Oxygen Sensor 50.1 N·m (37 ft . lb.)
Oil Cooler
Oil Cooler/Adapter Nipple 28.5 N·m (21 ft . lb.) 27 N·m (20 ft. lb.)
Fastener
Into Blower Housing 2.8 N·m (25 in. lb.)
Between Oil Cooler Hoses 2.3 N·m (20 in. lb.)
Speed Control Bracket

Fastener (assembled to cylinder heads) 10.7 N·m (95 in. lb.) into new holes
Fastener (assembled to blower 2.8 N·m (25 in. lb.) into new holes
housing) 2.3 N·m (20 in. lb.) into used holes
Fastener Torque 10.7 N·m (95 in. lb.) into new holes
Starter Assembly
Thru Bolt 5.6-9.0 N·m (49-79 in. lb.)
Nippondenso (Solenoid Shift) 4.5-7.5 N·m (40-84 in. lb.)
Delco-Remy (Solenoid Shift) 5.6-9.0 N·m (49-79 in. lb.)
Screw 16.0 N·m (142 in. lb.) 15.3 N·m (135 in. lb.)
Brush Holder Mounting Screw 2.5-3.3 N·m (22-29 in. lb.)
Delco-Remy Starter 2.5-3.3 N·m (22-29 in. lb.)
Starter Solenoid
Mounting Hardware 4.0-6.0 N·m (35-53 in. lb.)
Nippondenso Starter 6.0-9.0 N·m (53-79 in. lb.)
Nut, Positive (+) Brush Lead 8.0-11.0 N·m (71-97 in. lb.)
Nippondenso Starter 8.0-12.0 N·m (71-106 in. lb.)
Stator
Screw 6.2 N·m (55 in. lb.) into new holes 6.2 N·m (55 in. lb.)
3
5
Specifications
Valve Cover
Fastener 6.2 N·m (55 in. lb.)
Gasket Style Cover 3.4 N·m (30 in. lb.)
Black O-Ring Style Cover
w/Shoulder Screws 5.6 N·m (50 in. lb.)
w/Flange Screws and Spacers 9.9 N·m (88 in. lb.)
Yellow or Brown O-Ring Style
Cover w/Integral Metal Spacers 6.2 N·m (55 in. lb.)
CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

SPECIFICATIONS3
Camshaft
End Play (with shim) 0.101/0.406 mm (0.0040/0.0160 in.) 0.076/0.127 mm (0.0030/0.0050 in.)
Running Clearance 0.025/0.105 mm (0.001/0.004 in.) 0.025/0.063 mm (0.0010/0.0025 in.)
Bore I.D.
New 20.000/20.025 mm (0.7874/0.7884 in.) 20.000/20.025 mm (0.7874/0.7884 in.)
20.038 mm (0.7889 in.)
Max. Wear Limit 20.038 mm (0.7889 in.)
Bearing Surface O.D.
New 19.920/19.975 mm (0.7843/0.7864 in.) 19.962/19.975 mm (0.7859/0.7864 in.)
19.959 mm (0.7858 in.)
Connecting Rod
Connecting Rod-to-Crankpin
Running Clearance @ 21°C
(70°F)
New 0.043/0.073 mm (0.0017/0.0029 in.) 0.030/0.055 mm (0.0012/0.0022 in.)
Max. Wear Limit 0.088 mm (0.0035 in.) 0.070 mm (0.0028 in.)

Connecting Rod-to-Crankpin
Side Clearance 0.26/0.63 mm (0.0102/0.0248 in.) 0.26/0.63 mm (0.0102/0.0248 in.)
Connecting Rod-to-Piston Pin
Running Clearance @ 21°C 0.015/0.028 mm (0.0006/0.0011 in.) 0.015/0.028 mm (0.0006/0.0011 in.)
(70°F)
Piston Pin End I.D. @ 21°C
(70°F)
New 17.015/17.023 mm (0.6699/0.6702 in.) 17.015/17.023 mm (0.6699/0.6702 in.)
Crankcase
Governor Cross Shaft Bore I.D.
New 8.025/8.075 mm (0.3159/0.3179 in.)
6 mm Shaft
New 6.025/6.050 mm (0.2372/0.2382 in.)
8 mm Shaft
New 8.025/8.075 mm (0.3159/0.3179 in.)
3
5
Lubricate threads with engine oil prior to assembly. 5 Lubricate threads with engine oil prior to assembly.

Specifications

SPECIFICATIONS3
Crankshaft
End Play (free) 0.070/0.590 mm (0.0028/0.0230 in.) 0.070/0.590 mm (0.0028/0.0230 in.)
Bore (in crankcase)
New 40.972/40.997 mm (1.6131/1.6141 in.) 40.965/41.003 mm (1.6128/1.6143 in.)
Bore (in closure plate)
New 40.974/41.000 mm (1.6131/1.6141 in.) 40.987/40.974 mm (1.6136/1.6131 in.)
Crankshaft to Sleeve Bearing
(closure plate) Running
Clearance
New 0.03/0.12 mm (0.001/0.005 in.) 0.03/0.09 mm (0.0012/0.0035 in.)
Crankshaft Bore (In Closure
Plate)-to-Crankshaft Running
Clearance
New 0.039/0.087 mm (0.0015/0.0034 in.) 0.039/0.074 mm (0.0015/0.0029 in.)
Flywheel End Main Bearing
Journal
O.D. - New 40.913/40.935 mm (1.6107/1.6116 in.) 40.913/40.935 mm (1.6107/1.6116 in.)
O.D. - Max. Wear Limit 40.843 mm (1.608 in.) 40.84 mm (1.608 in.)
Max. Taper Limit 0.022 mm (0.0009 in.) 0.022 mm (0.0009 in.)
Max. Out-of-Round Limit 0.025 mm (0.0010 in.) 0.025 mm (0.0010 in.)
Closure Plate End Main Bearing
Journal
O.D. - New 40.913/40.935 mm (1.6107/1.6116 in.) 40.913/40.935 mm (1.6107/1.6116 in.)
Connecting Rod Journal
O.D. - New 35.950/35.973 mm (1.4153/1.4163 in.) 35.955/35.973 mm (1.4156/1.4163 in.)
Crankshaft T.I.R.
PTO End, Crank in Engine 0.279 mm (0.0110 in.) 0.279 mm (0.0110 in.)
Entire Crank, in V-Blocks 0.10 mm (0.0039 in.) 0.10 mm (0.0039 in.)
Cylinder Bore
Bore I.D.
New 80.000/80.025 mm 83.006/83.031 mm 82.988/83.013 mm (3.2672/3.2682 in.)
(3.1496/3.2689 in.) (3.2680/3.2689 in.)
O.D. - Max. Wear Limit 80.075 mm 83.081 mm (3.2709 83.051 mm (3.2697 in.)
(3.1526 in.) in.)
Max. Taper 0.05 mm (0.0020 in.) 0.05 mm (0.0020 in.)
Cylinder Head
Max. Out-of-Flatness 0.076 mm (0.003 in.) 0.076 mm (0.003 in.)
3

Specifications

SPECIFICATIONS3
Governor
Governor Cross Shaft -to-
Crankcase Running Clearance 0.025/0.126 mm (0.0009/0.0049 in.)
6 mm Shaft 0.013/0.075 mm (0.0005/0.0030 in.)
8 mm Shaft 0.025/0.126 mm (0.0009/0.0049 in.)
Cross Shaft O.D.
New 7.949/8.000 mm (0.3129/0.3149 in.)
6 mm Shaft
New 5.975/6.012 mm (0.2352/0.2367 in.)
8 mm Shaft
New 7.949/8.000 mm (0.3129/0.3149 in.)
Governor Gear Shaft -to-
Governor Gear Running
Clearance 0.090/0.160 mm (0.0035/0.0063 in.) 0.015/0.140 mm (0.0006/0.0055 in.)
Gear Shaft O.D.
New 5.990/6.000 mm (0.2358/0.2362 in.)
Ignition
Spark Plug Gap 0.76 mm (0.030 in.)
Crankshaft Position Sensor Air
Gap 0.2-0.7 mm (0.008-0.027 in.)
Piston, Piston Rings, and Piston

Pin
Piston-to-Piston Pin Running
Clearance 0.006/0.017 mm (0.0002/0.0007 in.)
Pin Bore I.D.

New 17.006/17.012 mm (0.6695/0.6698 in.)
Pin O.D.
New 16.995/17.000 mm (0.6691/0.6693 in.)
Top Compression Ring-to- 0.050/0.095 mm (0.0019/0.0037 in.) 0.025/0.048 mm (0.0010/0.0019 in.)
Groove Side Clearance
Middle Compression Ring-to- 0.030/0.075 mm (0.0012/0.00307 in.) 0.015/0.037 mm (0.0006/0.0015 in.)
Groove Side Clearance
Oil Control Ring-to-Groove Side 0.010/0.011 mm (0.0004/0.0043 in.) 0.026/0.176 mm (0.0010/0.0070 in.)
Clearance
Top and Center Compression
Ring End Gap 0.025/0.056 mm (0.0010/0.0022 in.) 0.25/0.56 mm (0.0100/0.0224 in.)
New
Max. Wear Limit 0.80 mm (0.0315 in.) 0.94 mm (0.037 in.) 0.94 mm (0.037 in.)
Thrust Face O.D. 7 79.962/79.980 mm 82.949/82.967 mm 82.986 mm (3.2671 in.)
(3.1481/3.1488 in.) (3.2657/3.2664 in.)
Max. Wear Limit 79.831 mm 82.818 mm 82.841 mm (3.2614 in.)
(3.1430 in.) (3.2606 in.)
3
7
Measure 6 mm (0.236 in.) above bottom of piston skirt at right angles to piston pin.
Specifications

SPECIFICATIONS3
Piston, Piston Rings, and Piston
Pin (continued)
Piston Thrust Face-to Cylinder
Bore7 Running Clearance
New 0.020/0.063 mm 0.0039/0.082 mm 0.001/0.045 mm (0.039/0.0018 in.)
(0.0008/0.0024 in.) (0.0015/0.0032 in.)
Valves and Valve Lifters

Hydraulic Lifter to Crankcase 0.011/0.048 mm (0.0004/0.0019 in.) 0.0241/0.0501 mm (0.0009/0.0020 in.)
Running Clearance
Intake Valve Stem-to-Valve 0.040/0.078 mm (0.0016/0.0031 in.) 0.038/0.076 mm (0.0015/0.0030 in.)
Guide Running Clearance
Exhaust Valve Stem-to-Valve 0.052/0.090 mm (0.0020/0.0035 in.) 0.050/0.088 mm (0.0020/0.0035 in.)
Guide Running Clearance
Ignition Module Air Gap 0.28/0.33 mm (0.011/0.013 in.)
Speed Sensor Air Gap 1.50 ± 0.25 mm (0.059 ± 0.010 in.)
Intake Valve Guide I.D.
New 7.040/7.060 mm (0.2772/0.2780 in.) 7.038/7.058 mm (0.2771/0.2779 in.)
Exhaust Valve Guide I.D.
New 7.040/7.060 mm (0.2772/0.2780 in.) 7.038/7.058 mm (0.2771/0.2779 in.)
Guide Reamer Size
Standard 7.050 mm (0.2776 in.) 7.048 mm (0.2775 in.)
0.25 mm O.S. 7.300 mm (0.2874 in.) 7.298 mm (0.2873 in.)
Intake Valve Minimum Lift 8.07 mm (0.3177 in.)
Exhaust Valve Minimum Lift 8.07 mm (0.3177 in.)
Nominal Valve Seat Angle 45°
3
7
Measure 6 mm (0.236 in.) above bottom of piston skirt at right angles to piston pin.
Specifications
GENERAL TORQUE VALUES
English Fastener Torque Recommendations for Standard Applications

Bolts, Screws, Nuts and Fasteners Assembled Into Cast Iron or Steel
Grade 2 or 5 Fasteners
Into Aluminum
Size Grade 2 Grade 5 Grade 8

Tightening Torque: N·m (in. lb.) ± 20%
8-32 2.3 (20) 2.8 (25) — 2.3 (20)
10-24 3.6 (32) 4.5 (40) — 3.6 (32)
10-32 3.6 (32) 4.5 (40) — —
1/4-20 7.9 (70) 13.0 (115) 18.7 (165) 7.9 (70)
1/4-28 9.6 (85) 15.8 (140) 22.6 (200) —
5/16-18 17.0 (150) 28.3 (250) 39.6 (350) 17.0 (150)
5/16-24 18.7 (165) 30.5 (270) — —
3/8-16 29.4 (260) — — —
3/8-24 33.9 (300) — — —
Tightening Torque: N·m (ft. lb.) ± 20%

5/16-24 — — 40.7 (30) —
3/8-16 — 47.5 (35) 67.8 (50) —
3/8-24 — 54.2 (40) 81.4 (60) —
7/16-14 47.5 (35) 74.6 (55) 108.5 (80) —
7/16-20 61.0 (45) 101.7 (75) 142.5 (105) —
1/2-13 67.8 (50) 108.5 (80) 155.9 (115) —
1/2-20 94.9 (70) 142.4 (105) 223.7 (165) —
9/16-12 101.7 (75) 169.5 (125) 237.3 (175) —
9/16-18 135.6 (100) 223.7 (165) 311.9 (230) —
5/8-11 149.5 (110) 244.1 (180) 352.6 (260) —
5/8-18 189.8 (140) 311.9 (230) 447.5 (330) —
3/4-10 199.3 (147) 332.2 (245) 474.6 (350) —
3/4-16 271.2 (200) 440.7 (325) 637.3 (470) —
Metric Fastener Torque Recommendations for Standard Applications

Property Class Noncritical
Fasteners
Size 4.8 5.8 8.8 10.9 12.9
Into Aluminum
Tightening Torque: N·m (in. lb.) ± 10%
M4 1.2 (11) 1.7 (15) 2.9 (26) 4.1 (36) 5.0 (44) 2.0 (18)
M5 2.5 (22) 3.2 (28) 5.8 (51) 8.1 (72) 9.7 (86) 4.0 (35)
M6 4.3 (38) 5.7 (50) 9.9 (88) 14.0 (124) 16.5 (146) 6.8 (60)
M8 10.5 (93) 13.6 (120) 24.4 (216) 33.9 (300) 40.7 (360) 17.0 (150)
Tightening Torque: N·m (ft. lb.) ± 10%

M10 21.7 (16) 27.1 (20) 47.5 (35) 66.4 (49) 81.4 (60) 33.9 (25)
M12 36.6 (27) 47.5 (35) 82.7 (61) 116.6 (86) 139.7 (103) 61.0 (45)
M14 58.3 (43) 76.4 (56) 131.5 (97) 184.4 (136) 219.7 (162) 94.9 (70)
Torque Conversions
N·m = in. lb. x 0.113 in. lb. = N·m x 8.85
N·m = ft. lb. x 1.356 ft. lb. = N·m x 0.737

Tools and Aids
Certain quality tools are designed to help you perform specific disassembly, repair, and reassembly procedures. By
using these tools, you can properly service engines easier, faster, and safer! In addition, you’ll increase your service
capabilities and customer satisfaction by decreasing engine downtime.
Here is a list of tools and their source.
SEPARATE TOOL SUPPLIERS
Kohler Tools SE Tools Design Technology Inc.
Contact your local Kohler source of 415 Howard St. 768 Burr Oak Drive
supply. Lapeer, MI 48446 Westmont, IL 60559
Phone 810-664-2981 Phone 630-920-1300
Toll Free 800-664-2981 Fax 630-920-0011
Fax 810-664-8181
TOOLS
Description Source/Part No.
Alcohol Content Tester Kohler 25 455 11-S
For testing alcohol content (%) in reformulated/oxygenated fuels.
Camshaft Endplay Plate SE Tools KLR-82405
For checking camshaft endplay.
Camshaft Seal Protector (Aegis) SE Tools KLR-82417
For protecting seal during camshaft installation.
Cylinder Leakdown Tester Kohler 25 761 05-S
For checking combustion retention and if cylinder, piston, rings, or valves are worn.
Individual component available: Design Technology Inc.
Adapter 12 mm x 14 mm (Required for leakdown test on XT-6 engines) DTI-731-03
Dealer Tool Kit (Domestic) Kohler 25 761 39-S
Complete kit of Kohler required tools.
Components of 25 761 39-S
Ignition System Tester Kohler 25 455 01-S
Oil Pressure Test Kit Kohler 25 761 06-S
Rectifier-Regulator Tester (120 V AC/60Hz) Kohler 25 761 20-S
Dealer Tool Kit (International) Kohler 25 761 42-S
Complete kit of Kohler required tools.
Components of 25 761 42-S
Rectifier-Regulator Tester (240 V AC/50Hz) Kohler 25 761 41-S
Digital Vacuum/Pressure Tester Design Technology Inc.
For checking crankcase vacuum. DTI-721-01
Individual component available: Design Technology Inc.
Rubber Adapter Plug DTI-721-10
Electronic Fuel Injection (EFI) Diagnostic Software Kohler 25 761 23-S
For Laptop or Desktop PC.
EFI Service Kit Kohler 24 761 01-S
For troubleshooting and setting up an EFI engine.
Components of 24 761 01-S Design Technology Inc.
Fuel Pressure Tester DTI-019
Noid Light DTI-021
90° Adapter DTI-023
In-line "T" Fitting DTI-035
Code Plug, Red Wire DTI-027
Code Plug, Blue Wire DTI-029
Shrader Valve Adapter Hose DTI-037
Flywheel Holding Tool (CS) SE Tools KLR-82407
For holding flywheel of CS series engines.
Flywheel Puller SE Tools KLR-82408
For properly removing flywheel from engine.
Flywheel Strap Wrench SE Tools KLR-82409
For holding flywheel during removal.

Tools and Aids
TOOLS
Hydraulic Valve Lifter Tool Kohler 25 761 38-S
For removing and installing hydraulic lifters.
For testing output on all systems, including CD.
Inductive Tachometer (Digital) Design Technology Inc.
For checking operating speed (RPM) of an engine. DTI-110
Offset Wrench (K and M Series) Kohler 52 455 04-S
For removing and reinstalling cylinder barrel retaining nuts.
For testing/verifying oil pressure on pressure lubricated engines.
Radiator Tester Kohler 25 455 10-S
For pressure testing radiator and cap on Aegis liquid-cooled engines.
Rectifier-Regulator Tester (120 volt current) Kohler 25 761 20-S
Rectifier-Regulator Tester (240 volt current) Kohler 25 761 41-S
For testing rectifier-regulators.
Components of 25 761 20-S and 25 761 41-S Design Technology Inc.
CS-PRO Regulator Test Harness DTI-031
Special Regulator Test Harness with Diode DTI-033
Spark Advance Module (SAM) Tester Kohler 25 761 40-S
For testing SAM (ASAM and DSAM) on engines with SMART-SPARK™.
Starter Servicing Kit (All Starters) SE Tools KLR-82411
For removing and reinstalling drive retaining rings and brushes.
Individual component available:
Starter Brush Holding Tool (Solenoid Shift) SE Tools KLR-82416
Triad/OHC Timing Tool Set Kohler 28 761 01-S
For holding cam gears and crankshaft in timed position while installing timing belt.
Valve Guide Reamer (K and M Series) Design Technology Inc.
For properly sizing valve guides after installation. DTI-K828
Valve Guide Reamer O.S. (Command Series) Kohler 25 455 12-S
For reaming worn valve guides to accept replacement oversize valves. Can be used
in low-speed drill press or with handle below for hand reaming.
Reamer Handle Design Technology Inc.
For hand reaming using Kohler 25 455 12-S reamer. DTI-K830
Valve Guide Service Kit (Courage, Aegis, Command, OHC) SE Tools KLR-82415
For servicing worn valve guides.
AIDS
Camshaft Lubricant (Valspar ZZ613) Kohler 25 357 14-S
Dielectric Grease (GE/Novaguard G661) Kohler 25 357 11-S
Dielectric Grease Loctite® 51360
Kohler Electric Starter Drive Lubricant (Inertia Drive) Kohler 52 357 01-S
Kohler Electric Starter Drive Lubricant (Solenoid Shift) Kohler 52 357 02-S
RTV Silicone Sealant
Loctite® 5900® Heavy Body in 4 oz. aerosol dispenser. Kohler 25 597 07-S
Only oxime-based, oil resistant RTV sealants, such as those listed, are approved Loctite® 5910®
for use. Loctite® Nos. 5900® or 5910® are recommended for best sealing Loctite® Ultra Black 598™
characteristics. Loctite® Ultra Blue 587™
Loctite® Ultra Copper 5920™
Spline Drive Lubricant Kohler 25 357 12-S

Tools and Aids
FLYWHEEL HOLDING TOOL ROCKER ARM/CRANKSHAFT TOOL
A flywheel holding tool can be made out of an old junk A spanner wrench to lift rocker arms or turn crankshaft
flywheel ring gear and used in place of a strap wrench. may be made out of an old junk connecting rod.
1. Using an abrasive cut-off wheel, cut out a six tooth 1. Find a used connecting rod from a 10 HP or larger
segment of ring gear as shown. engine. Remove and discard rod cap.
2. Grind off any burrs or sharp edges. 2. Remove studs of a Posi-Lock rod or grind off
3. Invert segment and place it between ignition bosses aligning steps of a Command rod, so joint surface is
on crankcase so tool teeth engage flywheel ring flat.
gear teeth. Bosses will lock tool and flywheel in 3. Find a 1 in. long capscrew with correct thread size to
position for loosening, tightening, or removing with a match threads in connecting rod.
puller. 4. Use a flat washer with correct I.D. to slip on
capscrew and approximately 1 in. O.D. Assemble
capscrew and washer to joint surface of rod.

Troubleshooting
TROUBLESHOOTING GUIDE
When troubles occur, be sure to check simple causes which, at first, may seem too obvious to be considered. For
example, a starting problem could be caused by an empty fuel tank.
Some general common causes of engine troubles are listed below and vary by engine specification. Use these to
locate causing factors.
Engine Cranks But Will Not Start Engine Will Not Crank
● Battery connected backwards. ● Battery is discharged.
● Blown fuse. ● Faulty electric starter or solenoid.
● Carburetor solenoid malfunction. ● Faulty key switch or ignition switch.
● Choke not closing. ● Interlock switch is engaged or faulty.
● Clogged fuel line or fuel filter. ● Loose wires or connections that intermittently ground
● Diode in wiring harness failed in open circuit mode. ignition kill circuit.
● DSAI or DSAM malfunction. ● Pawls not engaging in drive cup.
● Empty fuel tank. ● Seized internal engine components.
● Faulty electronic control unit.
● Faulty ignition coil(s). Engine Runs But Misses
● Faulty spark plug(s). ● Carburetor adjusted incorrectly.
● Fuel pump malfunction-vacuum hose clogged or ● Engine overheated.
leaking. ● Faulty spark plug(s).
● Fuel shut-off valve closed. ● Ignition module(s) faulty or improperly gapped.
● Ignition module(s) faulty or improperly gapped. ● Incorrect crankshaft position sensor air gap.
● Insufficient voltage to electronic control unit. ● Interlock switch is engaged or faulty.
● Interlock switch is engaged or faulty. ● Loose wires or connections that intermittently ground
● Key switch or kill switch in OFF position. ignition kill circuit.
● Low oil level. ● Quality of fuel (dirt, water, stale, mixture).
● Quality of fuel (dirt, water, stale, mixture). ● Spark plug lead(s) disconnected.
● SMART-SPARKTM malfunction. ● Spark plug lead boot loose on plug.
● Spark plug lead(s) disconnected. ● Spark plug lead loose.
Engine Starts But Does Not Keep Running Engine Will Not Idle
● Faulty carburetor. ● Engine overheated.
● Faulty cylinder head gasket. ● Faulty spark plug(s).
● Faulty or misadjusted choke or throttle controls. ● Idle fuel adjusting needle(s) improperly set.
● Fuel pump malfunction-vacuum hose clogged or ● Idle speed adjusting screw improperly set.
leaking. ● Inadequate fuel supply.
● Intake system leak. ● Low compression.
● Loose wires or connections that intermittently ground ● Quality of fuel (dirt, water, stale, mixture).
ignition kill circuit. ● Restricted fuel tank cap vent.
● Quality of fuel (dirt, water, stale, mixture).
● Restricted fuel tank cap vent. Engine Overheats
● Cooling fan broken.
Engine Starts Hard ● Excessive engine load.
● Clogged fuel line or fuel filter. ● Fan belt failed/off.
● Engine overheated. ● Faulty carburetor.
● Faulty ACR mechanism. ● High crankcase oil level.
● Faulty or misadjusted choke or throttle controls. ● Lean fuel mixture.
● Faulty spark plug(s). ● Low cooling system fluid level.
● Flywheel key sheared. ● Low crankcase oil level.
● Fuel pump malfunction-vacuum hose clogged or ● Radiator, and/or cooling system components clogged,
leaking. restricted, or leaking.
● Interlock switch is engaged or faulty. ● Water pump belt failed/broken.
● Loose wires or connections that intermittently ground ● Water pump malfunction.
ignition kill circuit.
● Low compression. Engine Knocks
● Quality of fuel (dirt, water, stale, mixture). ● Excessive engine load.
● Weak spark. ● Hydraulic lifter malfunction.
● Incorrect oil viscosity/type.
● Internal wear or damage.
● Low crankcase oil level.
● Quality of fuel (dirt, water, stale, mixture).

Troubleshooting
Engine Loses Power EXTERNAL ENGINE INSPECTION

● Dirty air cleaner element. NOTE: It is good practice to drain oil at a location away
● Engine overheated. from workbench. Be sure to allow ample time for
● Excessive engine load. complete drainage.
● Restricted exhaust. Before cleaning or disassembling engine, make a
● Faulty spark plug(s). thorough inspection of its external appearance and
● High crankcase oil level. condition. This inspection can give clues to what
● Incorrect governor setting. might be found inside engines (and cause) when it is
● Low battery. disassembled.
● Low compression. ● Check for buildup of dirt and debris on crankcase,
● Low crankcase oil level. cooling fins, grass screen, and other external surfaces.
● Quality of fuel (dirt, water, stale, mixture). Dirt or debris on these areas can cause overheating.
Engine Uses Excessive Amount of Oil ● Check for obvious fuel and oil leaks, and damaged
components. Excessive oil leakage can indicate a
● Loose or improperly torqued fasteners. clogged or inoperative breather, worn or damaged
● Blown head gasket/overheated. seals or gaskets, or loose fasteners.
● Breather reed broken. ● Check air cleaner cover and base for damage or
● Clogged, broken, or inoperative crankcase breather. indications of improper fit and seal.
● Crankcase overfilled. ● Check air cleaner element. Look for holes, tears,
● Incorrect oil viscosity/type. cracked or damaged sealing surfaces, or other
● Worn cylinder bore. damage that could allow unfiltered air into engine. A
● Worn or broken piston rings. dirty or clogged element could indicate insufficient or
● Worn valve stems/valve guides. improper maintenance.
Oil Leaks from Oil Seals, Gaskets ● Check carburetor throat for dirt. Dirt in throat is further
indication that air cleaner was not functioning properly.
● Breather reed broken. ● Check if oil level is within operating range on dipstick.
● Clogged, broken, or inoperative crankcase breather. If it is above, sniff for gasoline odor.
● Loose or improperly torqued fasteners. ● Check condition of oil. Drain oil into a container; it
● Piston blow by, or leaky valves. should flow freely. Check for metal chips and other
● Restricted exhaust. foreign particles.
Sludge is a natural by-product of combustion; a small

accumulation is normal. Excessive sludge formation
could indicate over rich fuel settings, weak ignition,
overextended oil change interval or wrong weight or
type of oil was used.
CLEANING ENGINE
WARNING
Cleaning Solvents can cause severe injury or
death.
Use only in well ventilated areas away from
ignition sources.
Carburetor cleaners and solvents are extremely
flammable. Follow cleaner manufacturer’s warnings
and instructions on its proper and safe use. Never use
gasoline as a cleaning agent.
After inspecting external condition of engine, clean

engine thoroughly before disassembly. Clean individual
components as engine is disassembled. Only clean
parts can be accurately inspected and gauged for wear
or damage. There are many commercially available
cleaners that will quickly remove grease, oil, and grime
from engine parts. When such a cleaner is used, follow
manufacturer’s instructions and safety precautions
carefully.
Make sure all traces of cleaner are removed before
engine is reassembled and placed into operation. Even
small amounts of these cleaners can quickly break down
lubricating properties of engine oil.

Troubleshooting
CRANKCASE VACUUM TEST

WARNING WARNING
Carbon Monoxide can cause severe nausea,
fainting or death. Rotating Parts can cause severe injury.
Avoid inhaling exhaust fumes. Stay away while engine is in operation.
Engine exhaust gases contain poisonous carbon Keep hands, feet, hair, and clothing away from all
monoxide. Carbon monoxide is odorless, colorless, moving parts to prevent injury. Never operate engine
and can cause death if inhaled. with covers, shrouds, or guards removed.
A partial vacuum should be present in crankcase when engine is operating. Pressure in crankcase (normally caused
by a clogged or improperly assembled breather) can cause oil to be forced out at oil seals, gaskets, or other available
spots.
Crankcase vacuum is best measured with either a water manometer or a vacuum gauge. Complete instructions are
provided in kits.
To test crankcase vacuum with manometer: To test crankcase vacuum with vacuum/pressure gauge:
1. Insert rubber stopper into oil fill hole. Be sure pinch 1. Remove dipstick or oil fill plug/cap.
clamp is installed on hose and use tapered adapters 2. Install adapter into oil fill//dipstick tube opening,
to connect hose between stopper and one upside down over end of a small diameter dipstick
manometer tube. Leave other tube open to tube, or directly into engine if a tube is not used.
atmosphere. Check that water level in manometer is Insert barbed gauge fitting into hole in stopper.
at 0 line. Make sure pinch clamp is closed.
3. Run engine and observe gauge reading.
2. Start engine and run no-load high speed.
Analog tester–needle movement to left of 0 is a
3. Open clamp and note water level in tube. vacuum, and movement to right indicates a pressure.
Level in engine side should be a minimum of 10.2 Digital tester–depress test button on top of tester.
cm (4 in.) above level in open side.
Crankcase vacuum should be a minimum of 10.2 cm
If level in engine side is less than specified (low/no (4 in.) of water. If reading is below specification, or if
vacuum), or level in engine side is lower than level in pressure is present, check table below for possible
open side (pressure), check for conditions in table causes and conclusions.
below.
4. Close pinch clamp before stopping engine.
Condition Conclusion
Crankcase breather clogged or inoperative. NOTE: If breather is integral part of valve cover and
cannot be serviced separately, replace valve
cover and recheck pressure.
Disassemble breather, clean parts thoroughly, check
sealing surfaces for flatness, reassemble, and recheck
pressure.
Seals and/or gaskets leaking. Loose or improperly torque Replace all worn or damaged seals and gaskets. Make
fasteners. sure all fasteners are tightened securely. Use appropriate
torque valves and sequences when necessary.
Piston blow by or leaky valves (confirm by inspecting Recondition piston, rings, cylinder bore, valves and
components). valves guides.
Restricted exhaust. Check exhaust screen/spark arrestor (if equipped). Clean
or replace as needed. Repair or replace any other
damaged/restricted muffler or exhaust system parts.

Troubleshooting
COMPRESSION TEST
For Command Twins:
A compression test is best performed on a warm engine. Clean any dirt or debris away from base of spark plug(s)
before removing them. Be sure choke is off, and throttle is wide open during test. Compression should be at least 160
psi and should not vary more than 15% between cylinders.
All other models:
These engines are equipped with an automatic compression release (ACR) mechanism. It is difficult to obtain an
accurate compression reading because of ACR mechanism. As an alternative, use cylinder leakdown test described
below.
CYLINDER LEAKDOWN TEST
A cylinder leakdown test can be a valuable alternative to a compression test. By pressurizing combustion chamber
from an external air source you can determine if valves or rings are leaking, and how badly.
Cylinder leakdown tester is a relatively simple, inexpensive leakdown tester for small engines. This tester includes a
quick-connect for attaching adapter hose and a holding tool.
1. Run engine for 3-5 minutes to warm it up.
2. Remove spark plug(s) and air filter from engine.
3. Rotate crankshaft until piston (of cylinder being tested) is at top dead center (TDC) of compression stroke. Hold
engine in this position while testing. Holding tool supplied with tester can be used if PTO end of crankshaft is
accessible. Lock holding tool onto crankshaft. Install a 3/8 in. breaker bar into hole/slot of holding tool, so it is
perpendicular to both holding tool and crankshaft PTO.
If flywheel end is more accessible, use a breaker bar and socket on flywheel nut/screw to hold it in position. An
assistant may be needed to hold breaker bar during testing. If engine is mounted in a piece of equipment, it may
be possible to hold it by clamping or wedging a driven component. Just be certain that engine cannot rotate off of
TDC in either direction.
4. Install adapter into spark plug hole, but do not attach it to tester at this time.
5. Turn regulator knob completely counterclockwise.
6. Connect an air source of at least 50 psi to tester.
7. Turn regulator knob clockwise (increase direction) until gauge needle is in yellow set area at low end of scale.
8. Connect tester quick-connect to adapter hose. While firmly holding engine at TDC, gradually open tester valve.
Note gauge reading and listen for escaping air at combustion air intake, exhaust outlet, and crankcase breather.
Air escaping from crankcase breather. Ring or cylinder worn.
Air escaping from exhaust system. Defective exhaust valve/improper seating.
Air escaping from intake. Defective intake valve/improper seating.
Gauge reading in low (green) zone. Piston rings and cylinder in good condition.
Gauge reading in moderate (yellow) zone. Engine is still usable, but there is some wear present.
Customer should start planning for overhaul or
replacement.
Gauge reading in high (red) zone. Rings and/or cylinder have considerable wear. Engine
should be reconditioned or replaced.

Air Cleaner/Intake
AIR CLEANER NOTE: Operating engine with loose or damaged air

These systems are CARB/EPA certified and components cleaner components could cause premature
should not be altered or modified in any way. wear and failure. Replace all bent or damaged
components.
Low-Profile Air Cleaner
NOTE: Paper element cannot be blown out with
A compressed air.
B Low-Profile
Loosen knob and remove air cleaner cover.
C Precleaner
1. Remove precleaner from paper element.
D 2. Replace or wash precleaner in warm water with
E detergent. Rinse and allow to air dry.
3. Saturate precleaner with new engine oil; squeeze
out excess oil.
F
G 4. Reinstall precleaner over paper element.
Paper Element
1. Clean area around element. Remove wing nut,
H element cover, and paper element with precleaner.
2. Separate precleaner from element; service
A Air Cleaner Cover B Air Cleaner Knob precleaner and replace paper element.
C Wing Nut D Element Cover 3. Check condition of rubber seal and replace if
E Rubber Seal F Precleaner necessary.
G Paper Element H Air Cleaner Base 4. Install new paper element on base; install precleaner
over paper element; reinstall element cover and
Heavy-Duty Air Cleaner secure with wing nut.
Reinstall air cleaner cover and secure with knob.
Q Heavy-Duty
1. Unhook retaining clips and remove end cap(s).
2. Check and clean inlet screen (if equipped).
3. Pull air cleaner element out of housing and replace.
L P Check condition of inner element; replace when
P M dirty.
N
O 4. Check all parts for wear, cracks, or damage, and that
ejector area is clean.
5. Install new element(s).
S
6. Reinstall end cap(s) with dust ejector valve/screen
Q T down; secure with retaining clips.
BREATHER TUBE
R
Ensure sure both ends of breather tube are properly
I Air Cleaner Housing J Paper Element connected.
K End Cap L Dust Ejector Valve
M Retaining Clip N Element AIR COOLING
O Inner Element P Ejector Area
Q Inlet Screen WARNING
Hot Parts can cause severe burns.
Do not touch engine while operating or just
after stopping.
Never operate engine with heat shields or guards
removed.
Proper cooling is essential. To prevent over heating,
clean screens, cooling fins, and other external surfaces
of engine. Avoid spraying water at wiring harness or any
electrical components. Refer to Maintenance Schedule.

EFI SYSTEM-ECH
an in-line fuel filter and fuel line. Fuel is then pumped

WARNING to fuel pump module. Fuel pump module regulates
Explosive Fuel can cause fires and severe fuel pressure to a system operating pressure of 39 psi.
burns. Fuel is delivered from fuel pump module through high
pressure fuel line into injectors, which inject fuel into
Do not fill fuel tank while engine is hot or intake ports. ECU controls amount of fuel by varying
running. length of time that injectors are on. This can range
Gasoline is extremely flammable and its vapors can from 2 to over 12 milliseconds depending on fuel
explode if ignited. Store gasoline only in approved requirements. Controlled injection of fuel occurs every
containers, in well ventilated, unoccupied buildings, other crankshaft revolution, or once for each 4-stroke
away from sparks or flames. Spilled fuel could ignite if it cycle. When intake valve opens, air/fuel mixture is drawn
comes in contact with hot parts or sparks from ignition. into combustion chamber,compressed, ignited, and
Never use gasoline as a cleaning agent. burned.
ECU controls amount of fuel being injected and ignition
Typical electronic fuel injection (EFI) system and related timing by monitoring primary sensor signals for engine
components include: temperature, speed (RPM), and throttle position (load).
● Fuel pump/module and lift pump. These primary signals are compared to preprogrammed
● Fuel filter. maps in ECU computer chip, and ECU adjusts fuel
● High pressure fuel line. delivery to match mapped values. After engine reaches
● Fuel line(s). operating temperature, an exhaust gas oxygen sensor
● Fuel injectors. provides feedback to ECU based upon amount of
● Throttle body/intake manifold. unused oxygen in exhaust, indicating whether fuel
● Electronic control unit (ECU). mixture being delivered is rich or lean. Based upon this
● Ignition coils. feedback, ECU further adjusts fuel input to re-establish
● Engine (oil) temperature sensor. ideal air/fuel ratio. This operating mode is referred to as
● Throttle position sensor (TPS). closed loop operation. EFI system operates closed loop
● Crankshaft position sensor. when all three of following conditions are met:
● Oxygen sensor.
● Manifold absolute pressure sensor (MAP). ● Oil temperature is greater than 60°C (140°F).
● Wire harness assembly & affiliated wiring. ● Oxygen sensor has warmed sufficiently to provide a
● Malfunction indicator light (MIL) - optional. signal (minimum 400°C, 752°F).
● Intake air temperature sensor. ● Engine operation is at a steady state (not starting,
warming up, accelerating, etc.).
FUEL RECOMMENDATIONS During closed loop operation ECU has ability to readjust
Refer to Maintenance. temporary and learned adaptive controls, providing
compensation for changes in overall engine condition
FUEL LINE and operating environment, so it will be able to maintain
Low permeation fuel line must be installed on all Kohler ideal air/fuel ratio. This system requires a minimum
Co. engines to maintain EPA and CARB regulatory engine oil temperature greater than 80°C (176°F) to
compliance. properly adapt. These adaptive values are maintained as
long as ECU is not reset.
OPERATION
During certain operating periods such as cold starts,
NOTE: When performing voltage or continuity tests, warm up, acceleration, high load, etc., a richer air/fuel
avoid putting excessive pressure on or against ratio is required and system operates in an open loop
connector pins. Flat pin probes are mode. In open loop operation oxygen sensor output is
recommended for testing to avoid spreading or used to ensure engine is running rich, and controlling
bending terminals. adjustments are based on primary sensor signals and
EFI system is designed to provide peak engine programmed maps only. This system operates open
performance with optimum fuel efficiency and lowest loop whenever three conditions for closed loop operation
possible emissions. Ignition and injection functions (above) are not being met.
are electronically controlled, monitored and continually ECU is brain or central processing computer of entire
corrected during operation to maintain ideal air/fuel ratio. EFI system. During operation, sensors continuously
Central component of system is Engine Control Unit gather data which is relayed through wiring harness
(ECU) which manages system operation, determining to input circuits within ECU. Signals to ECU include:
best combination of fuel mixture and ignition timing for ignition (on/off), crankshaft position and speed (RPM),
current operating conditions. throttle position, oil temperature, intake air temperature,
A lift fuel pump is used to move fuel from tank through exhaust oxygen levels, manifold absolute pressure, and
battery voltage.

EFI SYSTEM-ECH
ECU compares input signals to programmed maps in Crankshaft position sensor is essential to engine
its memory to determine appropriate fuel and spark operation; constantly monitoring rotation and speed
requirements for immediate operating conditions. ECU (RPM) of crankshaft. There are 23 consecutive teeth
then sends output signals to set injector duration and cast into flywheel. One tooth is missing and is used
ignition timing. to reference crankshaft position for ECU. Inductive
ECU continually performs a diagnostic check of itself, crankshaft position sensor is mounted 0.20-0.70 mm
each of sensors, and system performance. If a fault (0.008-0.027 in.) from flywheel.
is detected, ECU can turn on a Malfunction Indicator During rotation, an AC voltage pulse is created within
Light (MIL) (if equipped) on equipment control panel, sensor for each passing tooth. ECU calculates engine
store fault code in its fault memory, and go into a default speed from time interval between consecutive pulses.
operating mode. Depending on significance or severity gap from missing tooth creates an interrupted input
of fault, normal operation may continue. A technician can signal, corresponding to specific crankshaft position near
access stored fault code using a blink code diagnosis BDC for cylinder #1. This signal serves as a reference
flashed out through MIL. An optional computer software for control of ignition timing by ECU. Synchronization of
diagnostic program is also available, see Tools and Aids. inductive speed pickup and crankshaft position takes
ECU requires a minimum of 6.0 volts to operate. place during first two revolutions each time engine is
started. Sensor must be properly connected at all times.
To prevent engine over-speed and possible failure, a If sensor becomes disconnected for any reason, engine
rev-limiting feature is programmed into ECU. If maximum will quit running.
RPM limit (4500) is exceeded, ECU suppresses injection
signals, cutting off fuel flow. This process repeats itself in Throttle position sensor (TPS) is used to indicate throttle
rapid succession, limiting operation to preset maximum. plate angle to ECU. Since throttle (by way of governor)
reacts to engine load, angle of throttle plate is directly
Wiring harness used in EFI system connects electrical related to load on engine.
components, providing current and ground paths for
system to operate. All input and output signaling occurs Mounted on throttle body and operated directly off end
through two special all weather connectors that attach of throttle shaft, TPS works as a potentiometer, varying
and lock to ECU. Connectors are Black and Grey and voltage signal to ECU in direct correlation to angle
keyed differently to prevent being attached to ECU of throttle plate. This signal, along with other sensor
incorrectly. signals, is processed by ECU and compared to internal
preprogrammed maps to determine required fuel and
Condition of wiring, connectors, and terminal ignition settings for amount of load.
connections is essential to system function and
performance. Corrosion, moisture, and poor connections Correct position of TPS is established and set at factory.
are as likely cause of operating problems and system Do not loosen TPS or alter mounting position unless
errors as an actual component. Refer to Electrical absolutely required by fault code diagnosis. If TPS
System for additional information. is loosened or repositioned, appropriate TPS Learn
Procedure must be performed to re-establish baseline
EFI system is a 12 VDC negative ground system, relationship between ECU and TPS.
designed to operate down to a minimum of 6.0 volts.
If system voltage drops below this level, operation Engine (oil) temperature sensor is used by system to
of voltage sensitive components such as ECU, fuel help determine fuel requirements for starting (a cold
pump, ignition coils, and injectors will be intermittent engine needs more fuel than one at or near operating
or disrupted, causing erratic operation or hard starting. temperature).
A fully charged, 12 volt battery with a minimum of 350 Mounted in breather cover, it has a temperature-
cold cranking amps is important in maintaining steady sensitive resistor that extends into oil flow. Resistance
and reliable system operation. Battery condition and changes with oil temperature, altering voltage sent
state of charge should always be checked first when to ECU. Using a table stored in its memory, ECU
troubleshooting an operational problem. correlates voltage drop to a specific temperature. Using
Keep in mind that EFI-related problems are often caused fuel delivery maps, ECU then knows how much fuel is
by wiring harness or connections. Even small amounts required for starting at that temperature.
of corrosion or oxidation on terminals can interfere with Intake Air Temperature (IAT) sensor is a thermally
milliamp currents used in system operation. sensitive resistor that exhibits a change in electrical
Cleaning connectors and grounds will solve problems resistance with a change in its temperature.
in many cases. In an emergency situation, simply When sensor is cold, resistance of sensor is high. As
disconnecting and reconnecting connectors may clean sensor warms up, resistance drops and voltage signal
up contacts enough to restore operation, at least increases. From voltage signal, ECU can determine
temporarily. temperature of intake air.
If a fault code indicates a problem with an electrical Purpose of an air temperature sensor is to help ECU
component, disconnect ECU connector and test for calculate air density. Higher air temperature less dense
continuity between component connector terminals and air becomes. As air becomes less dense ECU knows
corresponding terminals in ECU connector using an that it needs to lessen fuel flow to achieve correct air/fuel
ohmmeter. Little or no resistance should be measured, ratio. If fuel ratio was not changed engine would become
indicating that wiring of that particular circuit is OK. rich, possibly losing power and consuming more fuel.
Oxygen sensor functions like a small battery, generating
a voltage signal to ECU based upon difference in oxygen
content between exhaust gas and ambient air.

EFI SYSTEM-ECH
Tip of sensor, protruding into exhaust gas, is hollow. EFI engines are equipped with either a 20 or 25 amp
Outer portion of tip is surrounded by exhaust gas, with charging system to accommodate combined electrical
inner portion exposed to ambient air. When oxygen demands of ignition system and specific application.
concentration on one side of tip is different than that of Charging system troubleshooting information is provided
other side, a voltage signal up to 1.0 volt is generated in Electrical.
and sent to ECU. Voltage signal tells ECU if engine is An electric fuel pump module and a lift pump (two types)
straying from ideal fuel mixture, and ECU then adjusts are used to transfer fuel in EFI system. Three types of lift
injector pulse accordingly. pumps: are a pulse fuel pump, a mechanical fuel pump,
Oxygen sensor functions after being heated to a or a low pressure electric fuel pump. Pumping action
minimum of 400°C (752°F). A heater inside sensor heats is created by either oscillation of positive and negative
electrode to optimum temperature in about 10 seconds. pressures within crankcase through a hose, or by direct
Oxygen sensor receives ground through wire, eliminating lever/pump actuation off rocker arm movement. Pumping
need for proper grounding through muffler. If problems action causes diaphragm on inside of pump to pull fuel
indicate a bad oxygen sensor, check all connections and in on its downward stroke and to push it into fuel pump
wire harness. Oxygen sensor can also be contaminated module on its upward stroke. Internal check valves
by leaded fuel, certain RTV and/or other silicone prevent fuel from going backward through pump. Fuel
compounds, fuel injector cleaners, etc. Use only those pump module receives fuel from lift pump, increases and
products indicated as O2 Sensor Safe. regulates pressure for fuel injectors.
Manifold absolute pressure (MAP) sensor provides Fuel pump module is rated for a minimum output of 13.5
immediate manifold pressure information to ECU. liters per hour and regulated at 270 kilo pascals (39 psi).
MAP measures difference in pressure between outside When key switch is turned ON and all safety switch
atmosphere and vacuum level inside intake manifold requirements are met, ECU activates fuel pump module
and monitors pressure in manifold as primary means for about six seconds, which pressurizes system for
of detecting load. Data is used to calculate air density start-up. If key switch is not promptly turned to start
and determine engine's mass air flow rate, which in position, engine fails to start, or engine is stopped with
turn determines required ideal fueling. MAP also stores key switch ON (as in case of an accident), ECU switches
instant barometric pressure reading when key is turned off pump preventing continued delivery of fuel. In this
ON. situation, MIL will go on, but it will go back off after 4
Fuel injectors mount into intake manifold, and high cranking revolutions if system function is OK. Once
pressure fuel line attaches to them at top end. engine is running, fuel pump remains on.
Replaceable O-rings on both ends of injector prevent Precision components inside fuel pump module are not
external fuel leakage and also insulate it from heat and serviceable. DO NOT attempt to open fuel pump module.
vibration. A special clip connects each injector to high Damage to components will result and warranty will be
pressure fuel line and holds it in place. O-rings and void. Because fuel pump module is not serviceable,
retaining clip must be replaced any time fuel injector engines are equipped with a special 10-micron EFI fuel
is separated from its normal mounting position. When filter to prevent harmful contamination from entering
key switch is on, fuel pump module will pressurize high module.
pressure fuel line to 39 psi, and voltage is present at
injector. At proper instant, ECU completes ground circuit, If there are two filters in system, one before lift pump
energizing injector. Valve needle in injector is opened will be a standard 51-75 micron filter, and one after lift
electromagnetically, and pressure in high pressure fuel pump will be special 10-micron filter. Be sure to use an
line forces fuel down through inside. Director plate at tip approved 10-micron filter for replacement.
of injector contains a series of calibrated openings which High pressure fuel line is an assembly of hoses, injector
directs fuel into manifold in a cone-shaped spray pattern. caps and a fuel connector to fuel pump module. High
Injectors have sequential fueling that open and close pressure fuel line feeds fuel to top of injectors through
once every other crankshaft revolution. Amount of fuel injector caps. Caps are fastened to intake manifold and
injected is controlled by ECU and determined by length injectors are locked into place. A small retaining clip
of time valve needle is held open, also referred to as provides a secondary lock.
injection duration or pulse width. Time injector is open
(milliseconds) may vary in duration depending on speed
and load requirements of engine.
A high-voltage, solid-state, battery ignition system is
used with EFI system. ECU controls ignition output and
timing through transistorized control of primary current
delivered to coils. Based on input from crankshaft
position sensor, ECU determines correct firing point
for speed at which engine is running. At proper instant,
it interrupts flow of primary current in coil, causing
electromagnetic flux field to collapse. Flux collapse
induces an instantaneous high voltage in coil secondary
which is strong enough to bridge gap on spark plug.
Each coil fires every other revolution.

EFI SYSTEM-ECH
High pressure fuel line is serviced as a complete IMPORTANT NOTES!

assembly to prevent tampering and safety hazards. ● Cleanliness is essential and must be maintained at all
Components are not individually serviceable. times when servicing or working on EFI system. Dirt,
even in small quantities, can cause significant
Vent hose assembly is intended to vent fuel vapor out of problems.
fuel pump module and direct fuel vapor into throttle body. ● Clean any joint or fitting with parts cleaning solvent
All EFI engines are equipped with an engine mounted before opening to prevent dirt from entering system.
purge port on #2 cylinder barrel baffle. This capped ● Always depressurize fuel system through fuel
purge port can be used by OEM to vent fuel tanks or connector on fuel pump module before disconnecting
used in conjunction with a carbon canister kit for Tier III or servicing any fuel system components.
evaporative emissions compliance. Purge port connects ● Never attempt to service any fuel system component
to vent hose assembly and directs all fuel vapor into while engine is running or ignition switch is ON.
throttle body. If purge port remains unused, port must ● Do not use compressed air if system is open. Cover
remain capped to prevent dirt from entering engine. any parts removed and wrap any open joints with
plastic if they will remain open for any length of time.
EFI engines have no carburetor, so throttle function New parts should be removed from their protective
(regulate incoming combustion airflow) is achieved with packaging just prior to installation.
a throttle valve in a separate throttle body attached to ● Avoid direct water or spray contact with system
intake manifold. Throttle body/intake manifold provides components.
mounting for fuel injectors, throttle position sensor, MAP ● Do not disconnect or reconnect ECU wiring harness
sensor, intake air temperature sensor, high pressure fuel connector or any individual components with ignition
line, idle speed screw, and air cleaner assembly. on. This can send a damaging voltage spike through
Idle speed is only adjustment that may be performed on ECU.
EFI system. Standard idle speed setting for EFI engines ● Do not allow battery cables to touch opposing
is 1500 RPM, but certain applications might require terminals. When connecting battery cables attach
a different setting. Check equipment manufacturer’s positive (+) cable to positive (+) battery terminal first,
recommendation. followed by negative (-) cable to negative (-) battery
terminal.
For starting and warm up, ECU will adjust fuel and ● Never start engine when cables are loose or poorly
ignition timing, based upon ambient temperature, engine connected to battery terminals.
temperature, and loads present. In cold conditions, ● Never disconnect battery while engine is running.
idle speed will probably be different than normal for a ● Never use a quick battery charger to start engine.
few moments. Under other conditions, idle speed may ● Do not charge battery with key switch ON.
actually start lower than normal, but gradually increase ● Always disconnect negative (-) battery cable before
to established setting as operation continues. Do not charging battery, and also unplug harness from ECU
attempt to circumvent this warm up period, or readjust before performing any welding on equipment.
idle speed during this time. Engine must be completely
warmed up, in closed loop operating mode for accurate
idle adjustment.

EFI SYSTEM-ECH
ELECTRICAL COMPONENTS Grey Connector

Electronic Control Unit (ECU) Pin # Description
Pinout of ECU 1 Not Used
Black Connector 2 Not Used
Pin # Function 3 Malfunction Indicator Light (MIL) Ground
1 Ignition Coil #1 Ground 4 Not Used
2 Battery Ground 5 Not Used
3 Diagnostic Communication Line 6 Not Used
4 Speed Sensor input 7 Not Used
5 Fuel Injector Output #1 Ground 8 Not Used
6 Fuel Injector Output #2 Ground 9 Battery Ground
7 Oxygen Sensor Heater 10 Ignition Coil #2 Ground
8 Intake Air Temperature (IAT) sensor input 11 Not Used
9 Fuel Pump Ground 12 Not Used
10 Ground for IAT, TPS, MAP, O2 and Oil Sensors 13 Not Used
11 Manifold Absolute Pressure (MAP) sensor input 14 Safety Switch Ground
12 Throttle Position Sensor (TPS) input 15 Not Used
13 Speed Sensor Ground 16 ECU
14 Oil Temperature Sensor input 17 Fuel Pump Control (+12V)
15 Ignition Switch (Switched +12V) 18 Not Used
16 Power for TPS and MAP Sensors (+5V)
17 Oxygen Sensor (O2) input
18 Battery Power (Permanent +12V)
Pinout of ECU

EFI SYSTEM-ECH
Never attempt to disassemble ECU. It is sealed to TPS Learn Procedure

prevent damage to internal components. Warranty is void 1. Turn idle screw clockwise one full turn prior to key
if case is opened or tampered with in any way. ON after ECU Reset.
All operating and control functions within ECU are preset. 2. Start engine, run at low idle until engine is warm.
No internal servicing or readjustment may be performed. 3. Idle speed must be above 1500 RPM. If below 1500
If a problem is encountered, and you determine ECU to RPM, turn idle screw up to 1700 RPM and then shut
be faulty, contact your source of supply. down engine and perform ECU Reset again.
ECU pins are coated at factory with a thin layer of 4. Adjust idle speed down to 1500 RPM. Allow engine
electrical grease to prevent fretting and corrosion. Do not to dwell at 1500 RPM for about 3 seconds.
attempt to remove grease from ECU pins.
5. After this, adjust idle speed to final specified speed
Relationship between ECU and throttle position sensor setting.
(TPS) is very critical to proper system operation. If
TPS or ECU is changed, or mounting position of TPS 6. Turn key OFF and count to 10 seconds.
is altered, appropriate TPS Learn Procedure must be Learn procedure is complete.
performed to restore synchronization.
Any service to ECU, TPS/Throttle Body (including idle
speed increase over 300 RPM), or fuel pump module
replacement should include ECU Reset.
This will clear all trouble codes, all closed loop learned
offsets, all max values, and all timers besides permanent
hour meter.
This system will NOT reset when battery is disconnected!
ECU Reset Procedure
1. Turn key OFF.
2. Install Red wire jumper from Kohler EFI service kit
on to service port (connect white wire to black wire in
4 way diagnostic port).
3. Turn key ON, then OFF and count 10 seconds.
4. Turn key ON, then OFF and count to 10 seconds a
second time.
5. Remove jumper, ECU is reset. A TPS Learn
Procedure must be performed after ECU Reset.

Wiring Harness
EFI Wiring Diagram 6-Terminal Connector
G
O
F
24 690 01 Rev. D
U
H Q R T
Y S
P A C
I K M
N
J V
M
W W
KohlerEngines.com
M G
K
B
G B F B B M B H H D B F H M M L G L M E F M M J
X
Z AA AB AC AD AE AF AG AH AI AJ
A Red B Red/Black C Red/White D Yellow E Light Green
F Dark Green G Dark Blue H Purple I Pink J Tan
K White L Grey M Black N Stator O Rectifier-Regulator
P 30A Fuse Q Battery R Fuel Pump S 6-Terminal Connector T Starter Motor
U Oil Pressure Switch V MIL W 10A Fuse X Black Connector Y Grey Connector
Crankshaft Position
Z Fuel Injector #1 AA Fuel Injector #2 AB Ignition Coil #1 AC Ignition Coil #2 AD Sensor
Throttle Position Manifold Absolute Oil Temperature Intake Air
AE Oxygen Sensor AF AG AH AI
Sensor Pressure Sensor Sensor Temperature Sensor
AJ Diagnostic Connector
29
EFI SYSTEM-ECH
30
EFI Wiring Diagram 5-Terminal Connector (Key Switch Optional)
O
C
G
D K S
M
EFI SYSTEM-ECH
H Q R T
Y
A
N P I
B W D
V
K U
A
J
W M
KohlerEngines.com
K M G B
G B F B B M B H H D B F H M M L G L M E F M M J
X
Z AA AB AC AD AE AF AG AH AJ AD
A Red B Red/Black C Red/White D Yellow E Light Green
F Dark Green G Dark Blue H Purple I Pink J Tan
K White L Grey M Black N Stator O Rectifier-Regulator
P 30A Fuse Q Battery R Fuel Pump S 6-Terminal Connector T Starter Motor
U Oil Pressure Switch V MIL W 10A Fuse X Black Connector Y Grey Connector
Z Fuel Injector #1 AA Fuel Injector #2 AB Ignition Coil #1 AC Ignition Coil #2 AD Crankshaft Position
Sensor
AE Oxygen Sensor AF Throttle Position AG Manifold Absolute AH Oil Temperature AI Intake Air
Sensor Pressure Sensor Sensor Temperature Sensor
AJ Diagnostic Connector
24 690 01 Rev. D
EFI SYSTEM-ECH
Electrical System b. Hold throttle closed and check resistance. It

should be 1400-1800 Ω.
Crankshaft Position Sensor Electrical System
A sealed, non-serviceable assembly. If Fault Code 4. Leave leads connected to pin terminals as described
diagnosis indicates a problem within this area, test and in step 3. Rotate throttle shaft slowly to full throttle
correct as follows. position. Monitor dial during rotation for indication of
any momentary short or open circuits. Note
1. Check mounting and air gap of sensor. It must be resistance at full throttle position. It should be
0.20-0.70 mm (0.008-0.027 in.). 4600-5200 Ω without a stop pin, or 3200-4100 Ω
2. Inspect wiring and connections for damage or with a stop pin.
problems. 5. Disconnect main wiring harness connector from
3. Make sure engine has resistor type spark plugs. TPS, leaving TPS assembled to throttle body. Refer
4. Disconnect Black connector from ECU. to Resistance Table and perform resistance checks
indicated between terminals in TPS switch, with
5. Connect an ohmmeter between #4 and #13 pin throttle in positions specified.
terminals. A resistance value of 325-395 Ω at room
temperature (20°C, 68°F) should be obtained. If If resistance values in steps 3, 4, and 5 are within
resistance is correct, check mounting, air gap, specifications, go to step 6.
flywheel teeth (damage, run-out, etc.), and flywheel If resistance values are not within specifications, or a
key. momentary short or open circuit was detected during
6. Disconnect crankshaft position sensor connector rotation (step 4), TPS needs to be replaced, go to
from wiring harness. Test resistance between step 7.
terminals. A reading of 325-395 Ω should again be 6. Check TPS circuits (input, ground) between TPS
obtained. plug and main harness connector for continuity,
damage, etc. Input pin is 12 and ground is pin 10.
a. If resistance is incorrect, remove screws securing
sensor to mounting bracket and replace sensor. a. Repair or replace as required.
b. If resistance in step 5 was incorrect, but b. Turn idle speed screw back in to its original
resistance of sensor alone was correct, test wire setting.
harness circuits between sensor connector c. Reconnect connector plugs, start engine and
terminals and corresponding pin terminals (#4 retest system operation.
and #13) in main connector. Correct any
observed problem, reconnect sensor, and 7. Remove two mounting screws from TPS. Save
perform step 5 again. screws for reuse. Remove and discard faulty TPS.
Install replacement TPS and secure with original
7. When fault is corrected and engine starts, clear fault mounting screws.
codes following ECU Reset procedure.
a. Reconnect Black and TPS connector plugs.
Throttle Position Sensor (TPS) b. Perform TPS Learn Procedure integrating new
Resistance Table sensor to ECU.
Throttle Between Resistance Engine (Oil) Temperature Sensor
Continuity
Position Terminal Value (Ω)
A sealed, non-serviceable assembly. A faulty sensor
Closed A&C 1400-1800 Yes must be replaced. If a blink code indicates a problem
Full with with temperature sensor, it can be tested as follows:
A&C 3200-4100 Yes
Stop Pin 1. Remove temperature sensor from breather cover
and cap or block sensor hole.
Full without A&C 4600-5200 Yes 2. Wipe sensor clean and allow it to reach room
Stop Pin
temperature (25°C, 77°F).
Any A&B 3000-7000 Yes
3. Unplug Black connector from ECU.
TPS is a sealed, non-serviceable assembly. If diagnosis
indicates a bad sensor, complete replacement is 4. With sensor still connected, check temperature
necessary. If a blink code indicates a problem with TPS, sensor circuit resistance between Black pin 10 and
it can be tested as follows: 14 terminals. Value should be 9000-11000 Ω.
1. Counting number of turns, back out idle speed 5. Unplug sensor from wire harness and check sensor
adjusting screw (counterclockwise) until throttle resistance separately across two pins. Resistance
plates can be closed completely. Write this number value should again be 9000-11000 Ω.
down for reference later. a. If resistance is out of specifications, replace
2. Disconnect Black connector from ECU, but leave temperature sensor.
TPS mounted to throttle body. b. If it is within specifications, proceed to Step 6.
3. a. Use an ohmmeter and connect red (positive)
ohmmeter lead to Black pin 12 terminal and black
(negative) ohmmeter lead to Black pin 10 terminal
to test.

EFI SYSTEM-ECH
6. Check circuits (input, ground), from wire harness Cutaway Oxygen Sensor Components (O2)
connector to sensor plug for continuity, damage, etc.
Connect one ohmmeter lead to Black pin 14 in wire D G
harness connector (as in step 4). Connect other lead E F
to terminal #1 in sensor plug. Continuity should be C
indicated. Repeat test between Black pin 10 and A
terminal #2 in sensor plug. B
Intake Air Temperature Sensor

A non-serviceable component. Complete replacement is
required if it is faulty. Sensor and wiring harness can be
checked as follows.
1. Remove temperature sensor from throttle body.
2. Allow it to reach room temperature (20°C, 68°F).
3. Unplug Black connector from ECU. Planar Element
A Protection Shield B and Heater
4. With sensor still connected, check temperature
sensor circuit resistance between Black pin 10 and 8 Stainless Steel
C Lower Insulator D
pin terminals. Value should be 3100-3900 Ω. Housing
Terminal Connection
5. Unplug sensor from wire harness and check sensor E Upper Insulator F to Element
resistance separately across two pins. Resistance
value should again be 3100-3900 Ω. High Temp
G Water Seal
a. If resistance is out of specifications, replace
temperature sensor. Temperature must be controlled very accurately and gas
constituents measured to a high degree of accuracy for
b. If it is within specifications, proceed to Step 6. absolute sensor measurements. This requires laboratory
6. Check circuits (input, ground), from main harness equipment to determine a good or bad sensor in field.
connector to sensor plug for continuity, damage, etc. Furthermore, as with most devices, intermittent problems
Connect one ohmmeter lead to Black pin 8 in main are difficult to diagnose. Still, with a good understanding
harness connector (as in step 4). Connect other lead of system and sensor, it is possible to diagnose many
to terminal #1 in sensor plug. Continuity should be sensor problems in field.
indicated. Repeat test between Black pin 10 and Using diagnostic software connected to ECU is a useful
terminal #2 in sensor plug. technique for observing sensor performance. However,
user must understand that such software reads a signal
Oxygen Sensor (O2) generated by ECU. If there is an ECU or wiring problem,
Components readings could be misinterpreted as a sensor problem.
Digital nature of signal to software means that it is not
reading continuous output of sensor. A voltmeter can
also be used as an effective tool in diagnosing sensors.
It is advisable to use an electronic meter such as a
digital voltmeter. Simple mechanical meters may place
a heavy electrical load on sensor and cause inaccurate
Pin A readings. Since resistance of sensor is highest at
Pin D low temperatures, such meters will cause largest
Pin B inaccuracies when sensor is in a cool exhaust.
Pin C Visual Inspection
1. Look for a damaged or disconnected sensor-to-
engine harness connection.
2. Look for damage to sensor lead wire or associated
engine wiring due to cutting, chaffing or melting on a
hot surface.
3. Disconnect sensor connector and look for corrosion
in connector.
4. Try reconnecting sensor and observe if problem has
cleared.
5. Correct any problems found during visual check.

EFI SYSTEM-ECH
Sensor Signal Observation Removal Inspection

NOTE: Do not cut into or pierce sensor or engine NOTE: Apply anti-seize compound only to threads.
wiring to make this connection. Sensor Anti-seize compound will affect sensor
produces a very small signal. Corrosion or performance if it gets into lower shield of
damage to wiring could lead to an incorrect sensor.
signal because of repairs or contamination to 1. If sensor has heavy deposits on lower shield,
sensor. engine, oil, or fuel may be source.
1. Using a voltmeter or diagnostic software observe 2. If heavy carbon deposits are observed, incorrect
voltage before engine is started. With key ON, engine fuel control may be occurring.
voltage should read about 1.0 volt. This voltage is
generated by ECU. If it is not present, disconnect 3. If sensor is at room temperature, measure between
sensor and observe voltage at harness connector. If signal leads, black wire (Pin C) and grey wire (Pin D)
voltage is now present, there is a short in sensor or attached to sensor. If resistance is less than one
associated wiring and corrective action should be megohm, sensor has an internal short.
taken. If voltage still is not present, there is a 4. With sensor at room temperature measure heater
problem with ECU or engine harness. circuit resistance, purple wire (Pin A) and white wire
2. Reconnect sensor and start engine. Run engine at (Pin B), resistance should be 8.1-11.1 Ω.
sufficient speed to bring sensor up to operating 5. If a damaged sensor is found, identify root cause,
temperature. Maintain for 1 to 2 minutes to ensure which may be elsewhere in application. Refer to
that engine has gone closed loop. Once in closed Troubleshooting-Oxygen Sensor (O2) table.
loop, sensor voltage should cycle between about
100 to 250 mv (low speed idle) and 700 to 900 mv 6. A special "dry to touch" anti-seize compound is
(high speed no load). If this cycling is not observed, applied to all new oxygen sensors at factory. If
a determination must be made, if problem is with recommended mounting thread sizes are used, this
engine or sensor. material provides excellent anti-seize capabilities
and no additional anti-seize is needed. If sensor is
3. Check engine harness for battery voltage on heater removed from engine and reinstalled, anti-seize
circuit. compound should be reapplied. Use an oxygen
sensor safe type anti-seize compound. It should be
applied according to directions on label.

EFI SYSTEM-ECH
Troublshooting-Oxygen Sensor (O2)

Condition Possible Cause Conclusion
Low voltage output. Shorted sensor or sensor circuit. Replace sensor or repair wiring.
Shorted lead wire.
Wiring shorted to ground.
Contamination of air reference. Remove source of external
contamination, protect air reference
area.
Air leak at sensor or gasket, sensor Use recommended torque at
upper shield damage. installation, replace gasket or sensor.
Revise application exhaust.
Shield sensor from damage.
High voltage output. Silica poisoning. Replace sensor.
Contaminated gasoline. Use high quality fuel.
Engine problem; misfire. Correct cause of misfire.
Excessive rich air/fuel ratio. Check for high fuel pressure.
Leaking injector.
Liquid fuel in vent line.
Wiring shorted to voltage. Repair wiring.
Open circuit, no activity from sensor. Broken element . Replace sensor.
Sensor dropped.
Hard blow to engine or exhaust
system.
Defective sensor.
Thermal shock.
Slow time response. Open heater circuit. Replace sensor.
Improper handling.
Carbon deposits.
Improper fueling. Correct fueling.
Incorrect or contaminated fuel. Use high quality fuel.
Excessive engine oil consumption Correct engine condition.
causing exhaust contamination or
other exhaust side contamination.
Heater circuit open/shorted or out of Repair short in harness wires, replace
specification. sensor.
Manifold Absolute Pressure Sensor (MAP) ECU should be near zero ohms. If no continuity is
measured or very high resistance, replace wire
A sealed, non-serviceable assembly. A faulty sensor harness.
must be replaced. If a blink code indicates a problem
with manifold absolute pressure sensor, it can be tested 3. Check to make sure intake manifold is not loose and
as follows: MAP sensor is not loose. Loose parts would allow a
vacuum leak, making MAP sensor report misleading
1. Make sure all connections are making proper information to ECU.
contact and are free of dirt and debris. Remove
blower housing. Slide locking tab out and pull off a. Tighten all hardware and perform an ECU Reset
manifold absolute pressure connector. Turn key and a TPS Learn Procedure to see if MIL will
switch to ON and check with a volt meter by display a fault with MAP sensor again. If MIL finds
contacting red lead to pin 1 and black lead to pin 2. a fault with MAP sensor, replace it.
There should be 5 volts present, indicating ECU and
wiring harness are functioning.
2. Check continuity in wire harness. Ohms between Pin
3 at sensor connector and Black pin 11 connector at

EFI SYSTEM-ECH
Fuel Injectors 2. Disconnect electrical connector from an injector and

listen for a change in idle performance (only running
on one cylinder) or a change in injector noise or
WARNING vibration.
Explosive Fuel can cause fires and severe If an injector is not operating, it can indicate either a bad
burns. injector, or a wiring/electrical connection problem. Check
Fuel system ALWAYS remains under HIGH as follows:
PRESSURE. 1. Disconnect electrical connector from both injectors.
Plug a 12 volt noid light into one connector.
Wrap a shop towel completely around fuel pump
module connector. Press release button(s) and slowly 2. Make sure all safety switch requirements are met.
pull connector away from fuel pump module allowing Crank engine and check for flashing of test light.
the shop towel to absorb any residual fuel in high Turn key OFF for at least 10 seconds between tests
pressure fuel line. Any spilled fuel must be completely to allow ECU to go to sleep and reawake. Repeat
wiped up immediately. test at other connector.
Details a. If flashing occurs, use an ohmmeter (Rx1 scale)
and check resistance of each injector across two
terminals. Proper resistance is 11-13 Ω. If injector
resistance is correct, check whether connector
B A and injector terminals are making a good
connection. If resistance is not correct, replace
injector.
Check all electrical connections, connectors, and wiring
harness leads if resistance is incorrect.
Injector leakage is very unlikely, but in those rare
instances it can be internal (past tip of valve needle),
or external (weeping around injector O-rings). Loss of
system pressure from leakage can cause hot restart
C problems and longer cranking times. To check for
D leakage it will be necessary to loosen or remove blower
housing which may involve removing engine from unit.
E Refer to Disassembly for removal of injector.
1. Remove manifold mounting bolts and separate
F G throttle body/manifold from engine leaving TPS, high
pressure fuel line, injectors and fuel line connections
H I intact. Discard old gaskets.
A Electrical Connection B Upper O-ring 2. Position manifold assembly over an appropriate
container to capture fuel and turn key switch ON to
C Solenoid Winding D Armature activate fuel pump and pressurize system. Do not
E Valve Housing F Valve Seat turn switch to START position.
G Valve End H Lower O-ring NOTE: Fuel pump module pins are coated with a thin
I Director Plate layer of electrical grease to prevent fretting and
NOTE: Do not apply voltage to fuel injector(s). corrosion. Do not attempt to remove electrical
Excessive voltage will burn out injector(s). Do grease from fuel pump module pins.
not ground injector(s) with ignition ON. 3. If either injector exhibits leakage of more than two to
Injector(s) will open/turn on if relay is energized. four drops per minute from tip, or shows any sign of
NOTE: When cranking engine with injectors leakage around outer shell, turn ignition switch OFF
disconnected, fault codes will be registered in and replace injector as follows.
ECU and will need to be cleared using software 4. Depressurize fuel system.
fault clear or an ECU Reset and TPS Learn
Procedure. 5. Clean any dirt accumulation from sealing/mounting
area of faulty injector(s) and disconnect electrical
Injector problems typically fall into three general connector(s).
categories: electrical, dirty/clogged, or leakage. An
electrical problem usually causes one or both of injectors 6. Pull retaining clip off top of injector(s). Remove
to stop functioning. Several methods may be used to screw holding injector(s) from manifold.
check if injectors are operating.
1. With engine running at idle, listen for a buzzing or
clicking sound.

EFI SYSTEM-ECH
7. Reverse appropriate procedures to install new b. Connect an ohmmeter set on Rx1 scale to
injector(s) and reassemble engine. Use new O-rings primary terminals of coil. Primary resistance
and retaining clips any time an injector is removed should be 0.5-0.8 Ω.
(new replacement injectors include new O-rings and c. Connect an ohmmeter set on Rx10K scale
retaining clips). Lubricate O-rings lightly with clean between spark plug boot terminal and B+ primary
engine oil. Use installation tool provided with O-rings terminal. Secondary resistance should be 6400-
to install new upper O-ring. Place tool into fuel 7800 Ω.
injector inlet. Place one side of O-ring into O-ring
groove and roll O-ring over tool onto fuel injector. d. If secondary resistance is not within specified
Torque screw securing fuel injector caps and blower range, coil is faulty and needs to be replaced.
housing mounting screws to 7.3 N·m (65 in. lb.), and FUEL COMPONENTS
intake manifold and air cleaner mounting screws to
10.5 N·m (93 in. lb.). An ECU Reset will need to be
completed. WARNING
Injector problems due to dirt or clogging are generally Explosive Fuel can cause fires and severe
unlikely due to design of injectors, high fuel pressure, burns.
and detergent additives in gasoline. Symptoms that Fuel system ALWAYS remains under HIGH
could be caused by dirty/clogged injectors include PRESSURE.
rough idle, hesitation/stumbling during acceleration, or
triggering of fault codes related to fuel delivery. Injector Wrap a shop towel completely around fuel pump
clogging is usually caused by a buildup of deposits module connector. Press release button(s) and slowly
on director plate, restricting flow of fuel, resulting in pull connector away from fuel pump module allowing
a poor spray pattern. Some contributing factors to shop towel to absorb any residual fuel in high pressure
injector clogging include higher than normal operating fuel line. Any spilled fuel must be completely wiped up
temperatures, short operating intervals, and dirty, immediately.
incorrect, or poor quality fuel. Cleaning of clogged
injectors is not recommended; they should be replaced. Fuel Pump
Additives and higher grades of fuel can be used as a
preventative measure if clogging has been a problem. Fuel pump module is not serviceable and must be
replaced if determined to be faulty. If a fuel pump
Ignition Coil problem is suspected, make certain pump is being
activated, all electrical connections are properly secured,
If a coil is determined to be faulty, replacement is fuses are good, and a minimum of 7.0 volts is being
necessary. An ohmmeter may be used to test wiring and supplied. If during cranking, voltage drops below 7.0
coil windings. volts, a reduction of fuel pressure may occur resulting in
NOTE: Do not ground primary coil with ignition ON as a lean starting condition. If required, testing of fuel pump
they may overheat or spark. may be conducted.
NOTE: Always disconnect spark plug lead from spark 1. Relieve fuel pressure at fuel pump module. Fuel
plug before performing following tests. pump module may need to be loosened or pulled
away from engine. Disconnect fuel coupler from fuel
NOTE: If ignition coil(s) are disabled and an ignition pump module and insert pressure test jumper (from
fault is registered, system will automatically Kohler EFI Service Kit) between high pressure fuel
disable corresponding fuel injector drive line and fuel pump module.
signal. Fault must be corrected to ignition coil
and ECU power (switch) must be turned OFF for 2. Connect black hose of Pressure Tester. Route clear
10 seconds for injector signal to return. This is a hose into a portable gasoline container or equipment
safety measure to prevent bore washing and oil fuel tank.
dilution. 3. Turn on key switch to activate pump and check
Testing system pressure on gauge. It may take several key
Using an ohmmeter set on Rx1 scale, check resistance cycles to compress air introduced into system and
in circuits as follows: reach regulated pressure. If system pressure of 39
psi ± 3 is observed, wiring, fuel pump, and regulator
1. To check cylinder coil 1 (starter side), disconnect are working properly. Turn key switch OFF and
Black connector from ECU and test between Black depress valve button on tester to relieve system
pins 1 and 15. To check cylinder coil 2 (oil filter side), pressure.
disconnect Grey connector from ECU and test
between Grey pins 10 and 17. Wiring and coil a. If pressure is too high or too low, replace fuel
primary circuits are OK if readings are 0.5-0.8 Ω. pump module.
2. If reading(s) are not within specified range, check 4. If pump did not activate (step 3), disconnect plug
and clean connections and retest. from fuel pump. Connect a DC voltmeter across
terminals in plug, turn on key switch and observe if a
3. If reading(s) are still not within specified range, test minimum of 7 volts is present during six second
coils separately from main harness as follows: prime process.
a. Remove screw retaining coil to housing and
disconnect primary leads connector.

EFI SYSTEM-ECH
5. If no voltage is observed, connect red lead of meter to red wire of plug and black lead to a good ground while key
is still ON.
6. If voltage is between 7 and 14, turn key switch OFF and connect an ohmmeter between terminals on pump to
check for continuity.
a. If there was no continuity between pump terminals, replace fuel pump.
b. If voltage was below 7, test wiring harness.
7. If voltage at plug was good, and there was continuity across pump terminals, reconnect plug to pump, making
sure you have a good connection. Turn on key switch and listen for pump to activate.
a. If pump starts, repeat steps 2 and 3 to verify correct pressure.
b. If pump still does not operate, replace it.
High Pressure Fuel Line
High pressure fuel line is mounted to intake manifold. No specific servicing is required unless operating conditions
indicate that it needs replacement. Thoroughly clean area around all joints and relieve any pressure before starting
any disassembly.Detach by removing two mounting screws, wire ties, and injector retaining clips.
Purge Port and Vent Hose Assembly
No specific servicing is required for vent hose assembly or purge port unless operating conditions indicate
replacement is required. All components are serviced individually. Abrasion sleeves on hoses should be reused
or replaced when servicing vent hoses. Please note vent hose routing and replicate after service or component
replacement to prevent pinching or abrasion of vent hoses. Only Kohler replacement parts can be used because fitting
is specific to system and must be maintained. Visit KohlerEngines.com for recommended Kohler replacement parts.
Throttle Body/Intake Manifold Assembly
NOTE: ECU Reset is required if throttle body is replaced.
Throttle body is serviced as an assembly, with throttle shaft, TPS, throttle plate, and idle speed adjusting screw
installed. Throttle shaft rotates on needle bearings (non-serviceable), capped with seals to prevent air leaks.
TROUBLESHOOTING
Troubleshooting Guide
Condition Possible Cause
Fuel pump not running.
Faulty spark plugs.
Old/stale fuel.
Incorrect fuel pressure.
Crankshaft position sensor loose or faulty.
TPS set incorrect (ECU Reset and TPS Initialitzation).
Engine Starts Hard
or Fails to Start TPS faulty.
When Cold.
Engine temp sensor faulty.
Faulty coils.
Low system voltage.
Faulty injectors.
Faulty battery.
Loose or corroded connections.

EFI SYSTEM-ECH
Faulty spark plugs.
Fuel pressure low.
Insufficient fuel delivery.
Engine Starts Hard
or Fails to Start TPS set incorrect (ECU Reset and TPS Initialization).
When Hot.
Crankshaft position sensor loose or faulty.
TPS faulty.
Faulty injectors.
Faulty spark plugs.
Engine Stalls or TPS set incorrect.
Idles Roughly
(cold or warm). TPS faulty.
Faulty engine temperature sensor.
Faulty injectors.
Fuel injector(s), fuel filter, fuel line, or fuel pick-up dirty/restricted.
Dirty air cleaner.
Engine Misses, Insufficient fuel pressure or fuel delive
Hesitates, or Stalls Vacuum (intake air) leak.
Under Load.
Improper governor setting, adjustment or operation.
TPS faulty, mounting problem or TPS Initialization Procedure incorrect.
Bad coil(s), spark plug(s), or wires.
Faulty/malfunctioning ignition system.
Dirty air filter.
Improper governor adjustment.
Low Power Plugged/restricted exhaust.
One injector not working.
Basic engine problem exists.
TPS faulty or mounting exists.
Throttle plate in throttle body not fully opening to WOT stop (if equipped).

EFI SYSTEM-ECH
Function Test Fault Codes

Example of Diagnostic Display
WARNING
(0)
High Pressure Fluids can puncture skin and
cause severe injury or death. One second pause
Do not work on fuel system without proper (1)
training or safety equipment. Fault
One second pause Code
Fluid puncture injuries are highly toxic and hazardous. 0107
If an injury occurs, seek immediate medical attention. (0)
Function of fuel system is to provide sufficient delivery One second pause
of fuel at system operating pressure of 39 psi ± 3. If an
engine starts hard, or turns over but will not start, it may (7)
indicate a problem with EFI fuel system. A quick test will
verify if system is operating.
Three second pause
1. Disconnect and ground spark plug leads.
2. Complete all safety interlock requirements and crank
engine for approximately 3 seconds. (6)
3. Remove spark plugs and check for fuel at tips. One second pause End Code 61
a. If there is fuel at tips of spark plugs fuel pump and (1)
injectors are operating.
b. If there is no fuel at tips of spark plugs, check
following:
1. Make sure fuel tank contains clean, fresh,
proper fuel.
2. Make sure that vent in fuel tank is open.
3. Make sure fuel tank valve (if equipped) is fully
opened.
4. Make sure battery is supplying proper voltage.
5. Check that fuses are good, and that no
electrical or fuel line connections are damaged
or broken.
6. Test fuel pump module operation as described
earlier under Fuel Pump.
Diagnostic Fault Code Summary

Fault Code Connection or Failure Description
0031 Oxygen Sensor Heater Circuit High Voltage
0032 Oxygen Sensor Heater Circuit Low Voltage
0107 Manifold Absolute Pressure Sensor Circuit Low Voltage or Open
0108 Manifold Absolute Pressure Sensor Circuit High Voltage
0112 Intake Air Temperature Sensor Circuit Low Voltage
0113 Intake Air Temperature Sensor Circuit High Voltage or Open
0117 Coolant/Oil Temperature Sensor Circuit Low Voltage
0118 Coolant/Oil Temperature Sensor Circuit High Voltage or Open
0122 Throttle Position Sensor Circuit Low Voltage or Open
0123 Throttle Position Sensor Circuit High Voltage
0131 Oxygen Sensor 1 Circuit Low Voltage, or Open
0132 Oxygen Sensor 1 Circuit High Voltage
0171 Maximum Adaptation Limit Exceeded
0172 Minimum Adaptation Limit Exceeded
0174 Lean Fuel Condition at High Load (Open Loop)
0201 Injector 1 Circuit Malfunction
0202 Injector 2 Circuit Malfunction

EFI SYSTEM-ECH
0230 Fuel Pump Module Circuit Low Voltage or Open

0232 Fuel Pump Module Circuit High Voltage
0336 Crankshaft Position Sensor Noisy Signal
0337 Crankshaft Position Sensor No Signal
0351 Cylinder 1 Ignition Coil Malfunction
0352 Cylinder 2 Ignition Coil Malfunction
0562 System Voltage Low
0563 System Voltage High
61 End of Code Transmission
ECU continuously monitors engine operation against Diagnostic Code Summary
preset performance limits. If operation is outside limits, Code 0031
ECU activates MIL, if equipped, and stores a diagnostic
code in its fault memory. If component or system Component: Oxygen Sensor Heater
returns to proper function, ECU will turn off MIL. If MIL Fault: O2S Heater Circuit High Voltage
stays illuminated, it warns customer a fault is currently Condition: System voltage too high, shorted
happening, and dealer service is required. Upon receipt, connection or faulty sensor.
dealer technician can access fault code(s) to help
determine what portion of system is malfunctioning. Conclusion: Oxygen Sensor Related
● Sensor connector or wiring problem.
Codes are accessed through key switch and displayed ● Sensor damaged.
as blinks or flashes of MIL. Access codes as follows: ● Pin circuit wiring or connectors at Black
1. Check that battery voltage is above 11 volts. 7.
2. Start with key switch OFF.
ECU Related
3. Turn key switch to ON and OFF, then ON and OFF, ● ECU-to-harness connection problem.
then ON, leaving it on in third sequence. Do not start
engine. Time between sequences must be less than
2.5 seconds. Code 0032
4. MIL will blink a series of times. Number of times MIL Component: Oxygen Sensor Heater
blinks represents a number in blink code. Fault: O2S Heater Circuit Low Voltage
5. A sequence of four digits make up a fault code. Condition: System voltage too low, open connection
There is a one (1) second pause between blinks of a or faulty sensor.
fault code. There is a three (3) second pause Conclusion: Engine Wiring Harness Related
between separate fault codes. After fault code(s) are ● Pin circuit wiring or connectors.
blinked a two digit 61 is blinked to indicate program ECU black pin 7 or broken wire.
has completed.
a. It’s a good idea to write down codes as they Oxygen Sensor Related
appear, as they may not be in numerical ● Sensor connector or wiring problem.
sequence.
Poor system ground from ECU to engine
b. Code 61 will always be last code displayed, or battery to engine.
indicating end of code transmission. If code 61
appears immediately, no other fault codes are
present. Code 0107
After problem has been corrected, fault codes may Component: Manifold Absolute Pressure Sensor
be cleared by following ECU Reset and TPS Learn Fault: MAP Circuit Low Voltage or Open
Procedures.
Condition: Intake manifold leak, open connection or
Diagnostic Fault Code Summary lists fault codes, and faulty sensor.
what they correspond to. Diagnostic Code Summary Conclusion: MAP Sensor Related
is a list of individual codes with an explanation of what ● Sensor malfunction.
triggers them, what symptoms might be expected, and ● Vacuum leaks from loose manifold or
probable causes. sensor.
A MIL may not be provided with engine. If equipment
manufacturer has not added a MIL to equipment, one Wire Harness Related
can be added easily for quick diagnostics. Main engine ● Poor grounding or open circuit.
to vehicle connection will have a tan wire which is ● Wire harness and connectors loose,
ground for MIL. Either incandescent or LED type bulbs damaged or corroded.
can be used for MIL as long as they do not draw more ● Pin circuit wiring or connectors at Black
than 0.1 amps. Bulb needs to be rated at 1.4 Watts or 10, 11 and 16.
less, or needs to have a total resistance of 140 Ω or
more. LEDs typically draw less than 0.03 amps. Attach Bad TPS Learn.
+12 volts to positive terminal of bulb and attach ground
terminal of bulb to tan wire.
EFI SYSTEM-ECH
Code 0108 Code 0118

Component: Manifold Absolute Pressure Sensor Component: Coolant/Oil Sensor
Fault: MAP Circuit High Voltage Fault: Coolant/Oil Temperature Sensor Circuit
Condition: Intake manifold leak, shorted connection High Voltage or Open
or faulty sensor. Condition: Shorted connection, faulty sensor, open
Conclusion: MAP Sensor Related connection or broken wire.
● Sensor malfunction. Conclusion: Temperature Sensor Related
● Vacuum leaks from loose manifold or ● Sensor wiring or connection.
sensor.
Engine Wiring Harness Related
Wire Harness Related ● Pin circuits ECU Black pin 10 and 14
● Poor grounding. may be damaged.
● Pin circuit wiring or connectors at Black ● ECU-to-harness connection problem or
11. broken wire.
Bad TPS Learn. System Related

● Engine is operating above 176°C
Code 0112 (350°F) temperature sensor limit.
Component: Intake Air Temperature Sensor
Code 0122
Fault: Intake Air Temperature Sensor Circuit
Low Voltage Component: Throttle Position Sensor (TPS)
Condition: Shorted connection, faulty sensor or Fault: TPS Circuit Low Voltage or Open
shorted wire. Condition: Open connection, broken wire or faulty
Conclusion: Temperature Sensor Related sensor.
● Sensor wiring or connection. Conclusion: TPS Related
● TPS bad or worn internally.
● Pin circuits Black 10 and Black 8 may Engine Wiring Harness Related
be damaged or routed near noisy ● Broken or shorted wire in harness.
signal (coils, alternator, etc.). ECU Black pin 10 to TPS pin 1.
● ECU-to-harness connection problem. ECU Black pin 12 to TPS pin 3.
ECU Black pin 16 to TPS pin 2.
Code 0113
Throttle Body Related
Component: Intake Air Temperature Sensor ● Throttle shaft inside TPS worn, broken,
Fault: Intake Air Temperature Sensor Circuit or damaged.
High Voltage or Open ● Throttle plate loose or misaligned.
Condition: Shorted connection, faulty sensor, broken ● Throttle plate bent or damaged
wire or connection. allowing extra airflow past, or restricting
Conclusion: Temperature Sensor Related movement.
● Sensor wiring or connection.
ECU Related
Engine Wiring Harness Related ● Circuit providing voltage or ground to
● Pin circuits ECU Black pin 10 and 8 TPS damaged.
may be damaged. ● TPS signal input circuit damaged.
● ECU-to-harness connection problem or
broken wire.
Code 0117
Component: Coolant/Oil Sensor
Fault: Coolant/Oil Temperature Sensor Circuit
Low Voltage
Condition: Shorted connection, faulty sensor or
shorted wire.
Conclusion: Temperature Sensor Related
● Sensor wiring or connection.

● Pin circuits Black 10 and Black 14
maybe damaged or routed near noisy
signal (coils, stator, etc.).
● ECU-to-harness connection problem.

EFI SYSTEM-ECH
Code 0123 Code 0171

Component: Throttle Position Sensor (TPS) Component: Fuel System
Fault: TPS Circuit High Voltage Fault: Maximum adaptation limit exceeded
Condition: Shorted connection or faulty sensor. Condition: Fuel inlet screen/filter plugged, low
Conclusion: TPS Sensor Related pressure at high pressure fuel line, TPS
● Sensor connector or wiring. malfunction, shorted connection, faulty
● Sensor output affected or disrupted by sensor, low fuel or wrong fuel type.
dirt, grease, oil, wear. Conclusion: Oxygen Sensor Related
● Sensor loose on throttle body manifold. ● Corrosion or poor connection.
● Sensor contaminated or damaged.
Throttle Body Related ● Air leak into exhaust.
● Throttle shaft or bearings worn/ ● Poor ground path.
damaged. ● Pin circuit wiring or connectors.
ECU Black pin 10 or Black pin 17.
● ECU pins Black 10, 12 and 16 TPS Sensor Related
damaged (wiring, connectors). ● Throttle plate position incorrect during
● ECU pins Black 10, 12 and 16 routed Learn procedure.
near noisy electrical signal (coils, ● TPS problem or malfunction.
alternator).
● Intermittent 5 volt source from ECU Engine Wiring Harness Related
(pin Black 16). ● Difference in voltage between sensed
● ECU-to-harness connection problem. voltage and actual sensor voltage.
● Problem in wiring harness.
Code 0131 ● ECU-to-harness connection problem.
Component: Oxygen Sensor
Fault: O2S 1 Circuit Low Voltage Systems Related
● Ignition (spark plug, plug wire, ignition
Condition: Open connection, broken wire or faulty coil).
sensor. ● Fuel (fuel type/quality, injector, fuel
Conclusion: Oxygen Sensor Related pressure too low, fuel pump module or
● Sensor connector or wiring problem. lift pump).
● Sensor contaminated, corroded or ● Combustion air (air cleaner dirty/
damaged. restricted, intake leak, throttle bores).
● Poor ground path. ● Base engine problem (rings, valves).
● Pin circuit wiring or connectors. ● Exhaust system leak (muffler, flange,
ECU Black pin 10 or 17. oxygen sensor mounting boss, etc.).
● Fuel in crankcase oil.
TPS Learn Procedure Incorrect
● Lean condition (check oxygen sensor
signal with VOA and see Oxygen
Sensor).
Engine wiring harness related such as a

cut wire, broken or pinched.
Code 0132
Component: Oxygen Sensor
Fault: O2S 1 Circuit High Voltage
Condition: Shorted connection or faulty sensor.
Conclusion: Oxygen Sensor Related
● Poor ground path.
● Pin circuit wiring or connectors.
ECU Black pin 10 or Black pin 17.
● Difference in voltage between sensed
voltage and actual sensor voltage.
● Short in wire harness.

EFI SYSTEM-ECH
Code 0172 Code 0174

Component: Fuel System Component: Fuel System
Fault: Minimum adaptation limit exceeded Fault: Lean fuel condition
Condition: Too high pressure at high pressure fuel Condition: Fuel inlet screen/filter plugged, low
line, TPS malfunction, shorted pressure at high pressure fuel line, TPS
connection, faulty sensor or fuel pump malfunction, shorted connection or faulty
module failure. sensor.
Conclusion: Oxygen Sensor Related Conclusion: TPS Learn Incorrect
● Sensor connector or wiring. ● Lean condition (check oxygen sensor
● Sensor contaminated or damaged. signal with VOA and see Oxygen
● Poor ground path. Sensor).
ECU Black pin 10 or 17. Engine Wiring Harness Related
TPS Sensor Related ECU pin Black 10, 12, 16 and 17.
● Throttle plate position incorrect during
Learn procedure. Low Fuel Pressure
● TPS problem or malfunction. ● Plugged filters.
● Bad lift pump.
● Difference in voltage between sensed Oxygen Sensor Related
voltage and actual sensor voltage. ● Sensor connector or wiring problem.
● Problem in wiring harness. ● Exhaust leak.
● ECU-to-harness connection problem. ● Poor ground.
Systems Related Poor system ground from ECU to engine,

● Ignition (spark plug, plug wire, ignition causing rich running while indicating lean.
coil).
● Fuel (fuel type/quality, injector, fuel Fuel pump module connection. See Fuel
pressure too high, fuel pump module or Components.
lift pump).
● Combustion air (air cleaner dirty/ Code 0201
restricted). Component: Fuel Injector
● Base engine problem (rings, valves).
● Fuel in crankcase oil. Fault: Injector 1 Circuit Malfunction
● Fuel pump module is over filled. Condition: Injector damaged or faulty, shorted or
● Lift pump diaphragm is ruptured. open connection.
Conclusion: Injector Related
● Injector coil shorted or opened.

● Broken or shorted wire in harness.
ECU pin Black 5.
● Wiring from Ignition.
ECU Related
● Circuit controlling injector #1 damaged.

EFI SYSTEM-ECH
Code 0202 Code 0336

Component: Fuel Injector Component: Crankshaft Position Sensor
Fault: Injector 2 Circuit Malfunction Fault: Crankshaft Position Sensor Noisy Signal
Condition: Injector damaged or faulty, shorted or Condition: Air gap incorrect, loose sensor, faulty/bad
open connection. battery, shorted or faulty connection,
Conclusion: Injector Related faulty sensor or faulty sensor grounding.
● Injector coil shorted or opened. Conclusion: Crankshaft Position Sensor Related
● Sensor connector or wiring.
Engine Wiring Harness Related ● Sensor loose or air gap incorrect.
ECU pin Black 6. Crankshaft Position Sensor Wheel
● Wiring from Ignition. Related
● Damaged teeth.
ECU Related ● Gap section not registering.
Code 0230 ● Pin circuit wiring or connectors.
Component: Fuel Pump ECU pin Black 4 and Black 13.
Fault: Circuit Low Voltage or Open
Condition: Shorted or open connection. Ignition System Related
Conclusion: Fuel Pump Related ● Non-resistor spark plug(s) used.
● Fuel pump module open or shorted ● Faulty or disconnected ignition coil or
internally. secondary lead.
Engine Wiring Harness related Code 0337

● Broken or shorted wire in harness. Component: Crankshaft Position Sensor
ECU pin Black 9 or Grey 17.
Fault: Crankshaft Position Sensor No Signal
ECU Related Condition: Air gap incorrect, loose sensor, open or
● ECU is damaged. shorted connection or faulty sensor.
Conclusion: Crankshaft Position Sensor Related
Code 0232 ● Sensor connector or wiring.
Component: Fuel Pump ● Sensor loose or air gap incorrect.
Fault: Circuit High Voltage Crankshaft Position Sensor Wheel
Condition: Shorted connection. Related
Conclusion: Fuel Pump Related ● Damaged teeth.
● Fuel pump module damaged internally.
Charging Output System Too High. ● Pin circuit wiring or connectors.
ECU pin Black 4 or Black 13.
If code is stored in fault history and starts

normally. Clear code, no other service
required.

EFI SYSTEM-ECH
Code 0351 Troubleshooting Flow Chart

Component: Ignition Coil Following flow chart provides an alternative method
Fault: Cylinder 1 Ignition Coil Malfunction of troubleshooting EFI system. Chart will enable you
Condition: Broken wire in harness (may not be to review entire system in about 10-15 minutes. Using
visible), shorted connection or faulty chart, accompanying diagnostic aids (listed after chart),
sensor. and any signaled fault codes, you should be able to
quickly locate any problems within system.
Conclusion: Engine Wiring Harness Related
● Connection to ignition or fuse. Flow Chart Diagnostic Aids
● ECU pin Black 1. Diagnostic Aid #1 SYSTEM POWER
● ECU-to-harness connection problem. (MIL does not illuminate when key is turned ON)
NOTE: MIL is installed by vehicle OEM. Twelve volt
Ignition System Related supply to bulb will be part of vehicle wire
● Incorrect spark plug(s) used. harness. Kohler key switch model will have MIL
● Poor connection to spark plug. on engine with 12V supply to bulb.
Code 0352 Conclusion
Component: Ignition Coil ● Battery
Fault: Cylinder 2 Ignition Coil Malfunction ● Main system fuse
● MIL light bulb burned out
Condition: Broken wire in harness (may not be ● MIL electrical circuit problem
visible), shorted connection or faulty Pin circuits Grey 3.
sensor. ● Ignition switch
Conclusion: Engine Wiring Harness Related ● Permanent ECU power circuit problem
● Connection to ignition or fuse. Pin circuit Black 18.
● Pin circuit wiring or connectors. ● Switched ECU power circuit problem
ECU pin Grey 10. Pin circuit Black 15.
● ECU-to-harness connection problem. ● ECU grounds
● ECU
Ignition System Related
● Incorrect spark plug(s) used. Diagnostic Aid #2 FAULT CODES
● Poor connection to spark plug. Refer to Diagnostic Fault Code Summary.
Diagnostic Aid #3 RUN/ON
Code 0562 (MIL remains ON while engine is running)*
Component: System Voltage Condition
Fault: System Voltage Low NOTE: Either incandescent or LED type bulbs can be
Condition: Faulty voltage regulator, bad fuse or used for MIL as long as they do not draw more
shorted connection. than 0.1 amps. Bulb needs to be rated at 1.4
Watts or less, or needs to have a total resistance
Conclusion: Corroded Connections of 140 Ω or more. LEDs typically draw less than
0.03 amps.
Bad Stator
All current fault codes will turn on MIL when engine is
Bad Battery running.
● Low output charging system. Diagnostic Aid #4 CRANKSHAFT POSITION SENSOR
● Poor magnet in flywheel. (MIL does not turn off during cranking)
● Bad or missing fuse.
Condition
● Crankshaft position sensor
Code 0563 ● Crankshaft position sensor circuit problem, pin circuits
Component: System Voltage Black 4 and Black 13.
Fault: System Voltage High ● Crankshaft position sensor/toothed wheel air gap
● Toothed wheel
Condition: Faulty voltage regulator or shorted ● Flywheel key sheared
connection.
● ECU
Conclusion: Faulty Rectifier-Regulator
Diagnostic Aid #5 FUEL PUMP
Bad Stator. (fuel pump not turning on)
Bad Battery. Condition
● Main fuse
Code 61 ● Fuel pump circuit problem, pin circuits Black 9 and
Component: End of Code Transmission Grey 17.
● Fuel pump module

EFI SYSTEM-ECH
Diagnostic Aid #6 IGNITION SYSTEM

(no spark)
Condition
● Spark plug
● Plug wire
● Coil
● Coil circuit(s), pin circuits Grey 10 and Black 1.
● ECU grounds
● ECU
● Vehicle safety interlocks, ground signal on safety wire.
Diagnostic Aid #7 FUEL SYSTEM ELECTRICAL

(no fuel delivery)
Condition
● No fuel
● Air in high pressure fuel line
● Fuel valve shut OFF
● Fuel filter/line plugged
● Injector circuit(s), pin circuits Black 5 and Black 6
● Injector
● ECU grounds
● ECU
● Lift pump not working
Diagnostic Aid #8 FUEL SYSTEM

(fuel pressure)
Loe Fuel Pressure-Condition
● Low fuel
● Fuel filter plugged
● Fuel supply line plugged
● Lift fuel pump - insufficient fuel supply
● Fuel pump (lift or module) - internally plugged
Loe Fuel Pressure-Condition

● Pressure regulator not functioning properly inside fuel
pump module.
Diagnostic Aid #9 BASIC ENGINE

(cranks but will not run)
Condition
● Refer to basic engine troubleshooting charts within
Troubleshooting, Electronic Fuel Injection-ECH EFI,
and Electrical Systems.

EFI SYSTEM-ECH
EFI Diagnostic Flow Diagram
START OF TEST
PROCEED TO START OF TEST FOR RETEST
KEY ON
MALFUNCTION NO REFER TO DIAGNOSTIC AID #1

INDICATOR LIGHT SYSTEM POWER
ON
ARE FAULT CODES YES REFER TO

PRESENT? DIAGNOSTIC FAULT CODE SUMMARY
NO CLEAR CODES
DOES ENGINE START? YES MIL GOES OFF? NO REFER TO DIAGNOSTIC AID #3
RUN/ON
YES
NO
OPERATE AT VARIOUS SPEED/
LOAD CONDITIONS
CRANK ENGINE.
PROCEED TO START OF TEST FOR RETEST

DOES MIL GO OFF? REFER TO DIAGNOSTIC
ARE FAULT CODES YES FAULT CODE SUMMARY
PRESENT?
YES
NO
NO CLEAR CODES
KEY OFF AND KEY ON1.
LISTEN FOR FUEL PUMP.
END OF TEST
DOES FUEL PUMP CYCLE

ON THEN OFF AFTER 1–2 REFER TO DIAGNOSTIC AID #4
SECONDS2?
CRANKSHAFT POSITION SENSOR
YES NO
REFER TO DIAGNOSTIC AID #5

WHILE CRANKING, CHECK FUEL PUMP
IGNITION SYSTEM
SPARK? NO REFER TO DIAGNOSTIC AID #6

IGNITION SYSTEM
YES
WHILE CRANKING, CHECK

INJECTOR FUEL DELIVERY.
NO REFER TO DIAGNOSTIC AID #7

WET SPARK PLUG? FUEL SYSTEM ELECTRICAL
YES
INSTALL IN-LINE PRESSURE

GAUGE AND KEY ON.
FUEL PRESSURE REFER TO DIAGNOSTIC AID #8

IN SPECIFICATION? NO FUEL SYSTEM
YES REFER TO DIAGNOSTIC AID #9

BASIC ENGINE
1. After turning key to OFF, wait 10 seconds before turning to ON to allow ECU to go to sleep.
2. Fuel pump module can be heard or a vibration can be felt to establish pump cycle. Fuel pump module will run for one 4-6 second cycle when
ECU wakes up after being asleep.

EFI SYSTEM-BOSCH
WARNING Gasoline is extremely flammable and its vapors can

Explosive Fuel can cause fires and severe containers, in well ventilated, unoccupied buildings, away
burns. from sparks or flames. Spilled fuel could ignite if it comes
Do not fill fuel tank while engine is hot or in contact with hot parts or sparks from ignition. Never use
running. gasoline as a cleaning agent.
Bosch EFI System
A
A
O C
D
E
A G
F
N H
G
J
L
K
Fuel Pressure
A B Valley Baffle C Air Deflector D Fuel Rail
Regulator
Throttle Position
E Intake Manifold Kit F G Module H Fuel Injector
Sensor
Speed Sensor
I ECU J Speed Pick-up Sensor K L Screw
Bracket
M Intake Gasket N Fuel Filter O Fuel Pump Assembly

EFI SYSTEM-BOSCH
Typical electronic fuel injection (EFI) system and related ECU controls amount of fuel being injected and ignition
components include: timing by monitoring primary sensor signals for engine
● Fuel tank and valve. temperature, speed (RPM), and throttle position (load).
● Fuel pump. These primary signals are compared to preprogrammed
● Fuel filter. maps in ECU computer chip, and ECU adjusts fuel
● Fuel rail. delivery to match mapped values. After engine reaches
● Fuel line(s). operating temperature, an exhaust gas oxygen sensor
● Fuel injectors. provides feedback to ECU based upon amount of
● Fuel pressure regulator. unused oxygen in exhaust, indicating whether fuel
● Throttle body/intake manifold. mixture being delivered is rich or lean. Based upon this
● Electronic control unit (ECU). feedback, ECU further adjusts fuel input to re-establish
● Ignition coils. ideal air/fuel ratio. This operating mode is referred to as
● Engine (oil) temperature sensor. closed loop operation. EFI system operates closed loop
● Throttle position sensor (TPS). when all three of following conditions are met:
● Speed sensor. ● Oil temperature is greater than 35°C (95°F).
● Crankshaft position sensor. ● Oxygen sensor has warmed sufficiently to provide a
● Oxygen sensor. signal (minimum 375°C, 709°F).
● Wire harness assembly & affiliated wiring. ● Engine operation is at a steady state (not starting,
● Malfunction indicator light (MIL). warming up, accelerating, etc.).
● Intake air temperature sensor.
During closed loop operation ECU has ability to readjust
temporary and learned adaptive controls, providing
FUEL RECOMMENDATIONS compensation for changes in overall engine condition
Refer to Maintenance. and operating environment, so it will be able to maintain
ideal air/fuel ratio. This system requires a minimum
FUEL LINE engine oil temperature greater than 80°C (176°F) to
Low permeation fuel line must be installed on all Kohler properly adapt. These adaptive values are maintained as
Co. engines to maintain EPA and CARB regulatory long as ECU is not reset.
compliance. During certain operating periods such as cold starts,
warm up, acceleration, etc., an air/fuel ratio richer than
Operation 14.7:1 is required and system operates in an “open loop”
NOTE: When performing voltage or continuity tests, mode. In “open loop” operation oxygen sensor output
avoid putting excessive pressure on or against is not used, and controlling adjustments are based on
connector pins. Flat pin probes are primary sensor signals and programmed maps only.
recommended for testing to avoid spreading or System operates “open loop” whenever three conditions
bending terminals. for closed loop operation (above) are not being met.
EFI system is designed to provide peak engine ECU is a brain or central processing computer of
performance with optimum fuel efficiency and lowest entire EFI fuel/ignition management system. During
possible emissions. Ignition and injection functions operation, sensors continuously gather data which
are electronically controlled, monitored and continually is relayed through wiring harness to input circuits
corrected during operation to maintain ideal air/fuel ratio. within ECU. Signals to ECU include: ignition (on/off),
Central component of system is Engine Control Unit crankshaft position and speed (RPM), throttle position,
(ECU) which manages system operation, determining oil temperature, exhaust oxygen levels, and battery
best combination of fuel mixture and ignition timing for voltage. ECU compares input signals to programmed
current operating conditions. maps in its memory to determine appropriate fuel and
spark requirements for immediate operating conditions.
An electric fuel pump is used to move fuel from tank ECU then sends output signals to set injector duration
through fuel line and in-line fuel filter. A fuel pressure and ignition timing.
regulator maintains a system operating pressure of
39 psi and returns any excess fuel to tank. At engine, ECU compares input signals to programmed maps in
fuel is fed through fuel rail and into injectors, which its memory to determine appropriate fuel and spark
inject it into intake ports. ECU controls amount of fuel requirements for immediate operating conditions. ECU
by varying length of time that injectors are “ON.” This then sends output signals to set injector duration and
can range from 1.5-8.0 milliseconds depending on fuel ignition timing.
requirements. Controlled injection of fuel occurs each ECU continually performs a diagnostic check of itself,
crankshaft revolution, or twice for each 4-stroke cycle. each of sensors, and system performance. If a fault
One-half total amount of fuel needed for one firing of a is detected, ECU can turn on a Malfunction Indicator
cylinder is injected during each injection. When intake Light (MIL) (if equipped) on equipment control panel,
valve opens, fuel/air mixture is drawn into combustion store fault code in its fault memory, and go into a default
chamber, ignited, and burned. operating mode. Depending on significance or severity
of fault, normal operation may continue. A technician can
access stored fault code using a blink code diagnosis
flashed out through MIL. An optional computer software
diagnostic program is also available, refer to Tools and
Aids.

EFI SYSTEM-BOSCH
ECU requires a minimum of 7.0 volts to operate. Tip of sensor, protruding into exhaust gas, is hollow.
Adaptive memory in ECU is operational whenever Outer portion of tip is surrounded by exhaust gas, with
required voltage is present, however adapted values inner portion exposed to ambient air. When oxygen
are lost if power supply is disrupted for any reason. concentration on one side of tip is different than that of
ECU will “relearn” adapted values if engine is operated other side, a voltage signal between 0.2 and 1.0 volts
for 10-15 minutes at varying speeds and loads after oil is generated between electrodes and sent to ECU.
temperature exceeds 55°C (130°F). Voltage signal tells ECU if engine is straying from ideal
To prevent engine over-speed and possible failure, 14.7:1 fuel mixture, and ECU then adjusts injector pulse
a “rev-limiting” feature is programmed into ECU. accordingly.
If maximum RPM limit (4500) is exceeded, ECU Oxygen sensor can function only after being heated by
suppresses injection signals, cutting off fuel flow. This exhaust temperatures to a minimum of 375°C (709°F).
process repeats itself in rapid succession, limiting A cold oxygen sensor will require approximately 1-2
operation to preset maximum. minutes at moderate engine load to warm sufficiently
to generate a voltage signal. Proper grounding is also
Engine speed sensor is essential to engine operation; critical. Oxygen sensor grounds through metal shell,
constantly monitoring rotational speed (RPM) of so a good, solid, unbroken ground path back through
crankshaft. A ferromagnetic 60-tooth ring gear with exhaust system components, engine, and wiring harness
two consecutive teeth missing is mounted on flywheel. is required. Any disruption or break in ground circuit can
Inductive speed sensor is mounted 1.5 ± 0.25 mm affect output signal and trigger misleading fault codes.
(0.059 ± 0.010 in.) away from ring gear. During rotation, Keep that in mind when doing any troubleshooting
an AC voltage pulse is created within sensor for each associated with oxygen sensor. Oxygen sensor can also
passing tooth. ECU calculates engine speed from time be contaminated by leaded fuel, certain RTV and/or
interval between consecutive pulses. Two-tooth gap other silicone compounds, carburetor cleaners, etc. Use
creates an interrupted input signal, corresponding to only those products indicated as “O2 Sensor Safe.”
specific crankshaft position (84° BTDC) for cylinder #1.
This signal serves as a reference for control of ignition Electrical relay is used to supply power to injectors,
timing by ECU. Synchronization of inductive speed coil, and fuel pump. When key switch is turned “ON”
pickup and crankshaft position takes place during first and all safety switch requirements met, relay provides
two revolutions each time engine is started. Sensor must 12 volts to fuel pump circuit, injectors, and ignition
be properly connected at all times. If sensor becomes coils. Fuel pump circuit is continuously grounded, so
disconnected for any reason, engine will quit running. pump is immediately activated and pressurizes system.
Activation of ignition coils and fuel injectors is controlled
Throttle position sensor (TPS) is used to indicate throttle by ECU, which grounds their respective ground circuits
plate angle to ECU. Since throttle (by way of governor) at proper times.
reacts to engine load, angle of throttle plate is directly
related to load on engine. Fuel injectors mount into throttle body/intake manifold,
and fuel rail attaches to them at top end. Replaceable
Mounted on throttle body/intake manifold and O-Rings on both ends of injector prevent external fuel
operated directly off end of throttle shaft, TPS works leakage and also insulate it from heat and vibration. A
as a potentiometer, varying voltage signal to ECU in special clip connects each injector to fuel rail and holds
direct correlation to angle of throttle plate. This signal, it in place. O-Rings must be replaced anytime injector is
along with other sensor signals, is processed by ECU removed.
and compared to internal pre-programmed maps to
determine required fuel and ignition settings for amount When key switch is on and relay is closed, fuel rail
of load. is pressurized, and voltage is present at injector.
At proper instant, ECU completes ground circuit,
Correct position of TPS is established and set at factory. energizing injector. Valve needle in injector is opened
Do not loosen TPS or alter mounting position unless electromagnetically, and pressure in fuel rail forces fuel
absolutely required by fault code diagnosis or throttle down through inside. “Director plate” at tip of injector
shaft service. If TPS is loosened or repositioned, contains a series of calibrated openings which directs
appropriate “TPS Initialization Procedure must be fuel into manifold in a cone-shaped spray pattern.
performed to reestablish baseline relationship between
ECU and TPS. Injector is opened and closed once for each crankshaft
revolution, however only one-half total amount of fuel
Engine (oil) temperature sensor is used by system to needed for one firing is injected during each opening.
help determine fuel requirements for starting (a cold Amount of fuel injected is controlled by ECU and
engine needs more fuel than one at or near operating determined by length of time valve needle is held open,
temperature). also referred to as “injection duration” or “pulse width”. It
Mounted in oil filter adapter housing, it has a may vary in length from 1.5-8 milliseconds depending on
temperature-sensitive resistor that extends into oil speed and load requirements of engine.
flow. Resistance changes with oil temperature, altering
voltage sent to ECU. Using a table stored in its memory,
ECU correlates voltage drop to a specific temperature.
Using fuel delivery “maps”, ECU then knows how much
fuel is required for starting at that temperature.
Oxygen sensor functions like a small battery, generating
a voltage signal to ECU based upon difference in oxygen
content between exhaust gas and ambient air.

EFI SYSTEM-BOSCH
A high-voltage, solid-state, battery ignition system is For starting and warm up, ECU will adjust fuel and
used with EFI system. ECU controls ignition output and ignition timing, based upon ambient temperature, engine
timing through transistorized control of primary current temperature, and loads present. In cold conditions,
delivered to coils. Based on input from speed sensor, idle speed will probably be higher than normal for a
ECU determines correct firing point for speed at which few moments. Under other conditions, idle speed may
engine is running. At proper instant, it releases flow of actually start lower than normal, but gradually increase
primary current to coil. Primary current induces high to established setting as operation continues. Do not
voltage in coil secondary, which is then delivered to attempt to circumvent this warm up period, or readjust
spark plug. Each coil fires every revolution, but every idle speed during this time. Engine must be completely
other spark is "wasted". warmed up, in closed loop operating mode for accurate
An electric fuel pump is used to transfer fuel in EFI idle adjustment.
system. Depending on application, pump may be inside
fuel tank, or in fuel line near tank. Pumps are rated for IMPORTANT NOTES!
a minimum output of 25 liters per hour at 39 psi. Pumps ● Cleanliness is essential and must be maintained at all
have an internal 60-micron filter. In addition, in-tank times when servicing or working on EFI system. Dirt,
style pumps will have a pre-filter attached to inlet. In-line even in small quantities, can cause significant
pump systems may also have a filter between tank and problems.
pump on pickup/low pressure side. ● Clean any joint or fitting with parts cleaning solvent
When key switch is turned “ON” and all safety switch before opening to prevent dirt from entering system.
requirements are met, ECU, through relay activates ● Always depressurize fuel system through fuel
fuel pump, which pressurizes system for start-up. If key connector on fuel pump module before disconnecting
switch is not promptly turned to start position, engine or servicing any fuel system components.
fails to start, or engine is stopped with key switch “on” ● Never attempt to service any fuel system component
(as in case of an accident), ECU switches off pump while engine is running or ignition switch is ON.
preventing continued delivery of fuel. In this situation, ● Do not use compressed air if system is open. Cover
MIL will go on, but it will go back off after 4 cranking any parts removed and wrap any open joints with
revolutions if system function is OK. Once engine is plastic if they will remain open for any length of time.
running, fuel pump remains on. New parts should be removed from their protective
packaging just prior to installation.
Fuel pressure regulator assembly maintains required ● Avoid direct water or spray contact with system
operating system pressure of 39 psi ± 3. A rubber- components.
fiber diaphragm divides regulator into two separate ● Do not disconnect or reconnect ECU wiring harness
sections; fuel chamber and pressure regulating chamber. connector or any individual components with ignition
Pressure regulating spring presses against valve holder on. This can send a damaging voltage spike through
(part of diaphragm), pressing valve against valve seat. ECU.
Combination of atmospheric pressure and regulating ● Do not allow battery cables to touch opposing
spring tension equals desired operating pressure. Any terminals. When connecting battery cables attach
time fuel pressure against bottom of diaphragm exceeds positive (+) cable to positive (+) battery terminal first,
desired (top) pressure, valve opens, relieving excess followed by negative (-) cable to negative (-) battery
pressure, returning excess fuel back to tank. terminal.
Fuel rail is a formed tube assembly that feeds fuel to ● Never start engine when cables are loose or poorly
top of injectors. Tops of injectors fit into formed cups connected to battery terminals.
in fuel rail. When rail is fastened to manifold, injectors ● Never disconnect battery while engine is running.
are locked into place. A small retaining clip provides a ● Never use a quick battery charger to start engine.
secondary lock. Incorporated into fuel rail is a pressure ● Do not charge battery with key switch ON.
relief/test valve for testing operating pressure or relieving ● Always disconnect negative (-) battery cable before
fuel system pressure for servicing. Fuel supply line is charging battery, and also unplug harness from ECU
attached to barbed end of fuel rail with an Oetiker hose before performing any welding on equipment.
clamp. Initial Starting/Priming Procedure
EFI engines have no carburetor, so throttle function Important: EFI fuel system must be purged of air
(regulate incoming combustion airflow) is incorporated in (primed) prior to initial start up, and/or any time system
intake manifold assembly. Manifold consists of a one- has been disassembled or fuel tank run dry.
piece aluminum casting which also provides mounting
for fuel injectors, throttle position sensor, fuel rail, air 1. Locate electronic control unit (ECU) for EFI system.
baffle, idle speed screw, and air cleaner assembly. Check part number on end. If Part No. is 24 584 28
or higher, ECU has a built-in priming feature.
Idle speed is only adjustment that may be performed on
EFI system. Standard idle speed setting for EFI engines a. Turn key switch to “ON/RUN” position. You will
is 1500 RPM, but certain applications might require hear fuel pump cycle on and off. When fuel pump
a different setting. Check equipment manufacturer’s stops cycling (approximately one minute), system
recommendation. is primed; start engine.

EFI SYSTEM-BOSCH
2. For plastic-cased ECU’s below 24 584 28-S, system 3. Make sure engine has resistor type spark plugs.
can be primed by manually cycling fuel pump. 4. Disconnect main harness connector from ECU.
a. Turn key switch to “ON/RUN” position. Fuel pump 5. Connect an ohmmeter between designated pin
will run for about three seconds and stop. Turn terminals in plug:
switch off and back on to restart fuel pump.
Repeat this procedure until fuel pump has cycled “35 Pin” (MA 1.7) Metal-Cased ECU: #3 and
five times, then start engine. #21 pin terminals.
3. System can also be primed similar to relieving “24 Pin” (MSE 1.0) Plastic-Cased ECU: #9 and
pressure. #10 pin terminals.
a. Connect pressure gauge as described above for “32 Pin” (MSE 1.1) Plastic-Cased ECU: #9 and
relieving fuel pressure. Depress and hold release #10 pin terminals.
button and crank engine until air is purged and See page 26 according to ECU style. A resistance
fuel is visible in discharge tube. If fuel is not value of 750-1000 Ω at room temperature (20°C,
visible after 10 seconds, stop cranking and allow 68°F) should be obtained. If resistance is correct,
starter to cool for 60 seconds. check mounting, air gap, toothed ring gear (damage,
Priming Without a Test Valve in Fuel Rail runout, etc.), and flywheel key.
NOTE: Number of cranking intervals necessary will 6. Disconnect speed sensor connector from wiring
depend on individual system design, and/or harness. It is connector with one heavy black lead.
when system has been disassembled. Viewing connector as shown (dual aligning rails on
top), test resistance between terminals indicated. A
1. Crank engine in 10-15 second intervals, allowing a reading of 750-1000 Ω should again be obtained.
60 second cool-down period between cranking
intervals, until engine starts. 7. If resistance is incorrect, remove screw securing
sensor to mounting bracket and replace sensor.
ELECTRICAL COMPONENTS a. If resistance in step 5 was incorrect, but
Three different styles of ECU’s have been utilized in EFI resistance of sensor alone was correct, test main
production. First style is easily identified by its metal harness circuits between sensor connector
case with large 35 pin connector block, and also as MA terminals and corresponding pin terminals in main
1.7. Second and third styles have plastic cases, but connector. Correct any observed problem,
are smaller in overall size. These have either a 24 pin reconnect sensor, and perform step 5 again.
or 32 pin connector block and identified as MSE 1.0
or MSE 1.1 respectively. Basic function and operating Speed Sensor Circuit
control remains same between three, however, due to
differences in internal circuitry as well as wiring harness, B
none of ECU’s are interchangeable. Certain individual
service/troubleshooting procedures also apply, where
applicable, they are covered individually as: “35 Pin”
(MA 1.7) Metal-Cased ECU, “24 Pin” (MSE 1.0) Plastic-
Cased ECU, or “32 Pin” (MSE 1.1) Plastic-Cased ECU. C
Never attempt to disassemble ECU. It is sealed to A
prevent damage to internal components. Warranty is
void if case is opened or tampered with in any way.
D
All operating and control functions within ECU are
preset. No internal servicing or readjustment may
be performed. If a problem is encountered, and you Corresponds
determine ECU to be faulty, contact your source To #3 (Metal-Cased
of supply. Do not replace ECU without factory ECU) or #10
A B Dual Aligning Rails
authorization. (Plastic-Cased
ECU) In Main
Relationship between ECU and throttle position sensor Connector.
(TPS) is very critical to proper system operation. If TPS
or ECU is changed, or mounting position of TPS is Corresponds To #21
altered, applicable “TPS Initialization Procedure” must (Metal-Cased ECU)
be performed to restore synchronization. C or #9 (Plastic-Cased D Test Terminals
ECU) In Main
Engine speed sensor is a sealed, non-serviceable Connector.
assembly. If “Fault Code” diagnosis indicates a problem
within this area, check and test as follows.
1. Check mounting and air gap of sensor. It must be
1.5 mm ± 0.25 mm (0.059 ± 0.010 in.).
2. Inspect wiring and connections for damage or
problems.

EFI SYSTEM-BOSCH
Throttle Position Sensor (TPS) Throttle Between Resistance Continuity

Position Terminals Value (Ω)
A B C Closed 2&3 800-1200 Yes
Closed 1&3 1800-3000 Yes
Full 2&3 1800-3000 Yes
Full 1&3 800-1200 Yes
Any 1&2 1600-2500 Yes
If resistance values in steps 3, 4, and 5 are within
specifications, go to step 6.
If resistance values are not within specifications,
or a momentary short or open circuit was
detected during rotation (step 4), TPS needs to
be replaced, go to step 7.
D 6. Check TPS circuits (input, ground) between TPS
plug and main harness connector for continuity,
A Throttle Valve Shaft B Resistor Track damage, etc. See chart on pages
Wiper Arm with Electrical “35 Pin” (MA 1.7) Metal-Cased ECU: Pin
C D
Wiper Connection Circuits #12 and #27.
The TPS is a sealed, non-serviceable assembly. If “24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin
diagnosis indicates a bad sensor, complete replacement Circuits #8 and #4.
is necessary. If a blink code indicates a problem with
TPS, it can be tested as follows: “32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin
Circuits #8 and #4.
1. Counting number of turns, back out idle speed
adjusting screw (counterclockwise) until throttle a. Repair or replace as required.
plates can be closed completely. b. Turn idle speed screw back in to its original
2. Disconnect main harness connector from ECU, but setting.
leave TPS mounted to throttle body/manifold. c. Reconnect connector plugs, start engine and
3. Connect ohmmeter leads as follows: retest system operation.
(See chart on pages). 7. Remove two mounting screws from TPS. Save
screws for reuse. Remove and discard faulty TPS.
“35 Pin” (MA 1.7) Metal-Cased ECU: Red Install replacement TPS and secure with original
(positive) ohmmeter lead to #12 pin terminal, and mounting screws.
Black (negative) ohmmeter lead to #27 pin
terminal. a. Reconnect both connector plugs.
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Red b. Perform appropriate “TPS Initialization
(positive) ohmmeter lead to #8 pin terminal, and Procedure” integrating new sensor to ECU.
Black (negative) ohmmeter lead to #4 pin
terminal. TPS Initialization Procedure
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Red For“35 Pin” (MA 1.7) Metal-Cased ECU and“24 Pin”
(positive) ohmmeter lead to #8 pin terminal, and (MSE 1.0) Plastic-Cased ECU only
Black (negative) ohmmeter lead to #4 pin 1. Check that basic engine, all sensors, fuel, fuel
terminal. pressure, and battery are good and functionally
Hold throttle closed and check resistance. It should be within specifications.
800-1200 Ω. Important!
4. Leave leads connected to pin terminals as described 2. Remove/disconnect ALL external loads from engine
in step 3. Rotate throttle shaft slowly (belts, pumps, electric PTO clutch, alternator,
counterclockwise to full throttle position. Monitor dial rectifier-regulator, etc.).
during rotation for indication of any momentary short
or open circuits. Note resistance at full throttle 3. Start engine and allow it to warm up for 5-10
position. It should be 1800-3000 Ω. minutes, so oil temperature is above 55°C (130°F).
5. Disconnect main wiring harness connector from 4. Move throttle control to idle position and allow
TPS, leaving TPS assembled to manifold. Refer to engine to stabilize for a minimum of one minute.
chart below and perform resistance checks indicated 5. Install a heavy rubber band around throttle lever and
between terminals in TPS switch, with throttle in manifold boss, to firmly hold throttle against idle
positions specified. stop. On some EFI engines there is a dampening
spring on end of idle speed screw. Dampening
spring (if used) should be fully compressed and tab
on throttle lever in direct contact with speed screw.
Adjust idle speed to 1500 RPM, using a tachometer.
6. Shut off engine.

EFI SYSTEM-BOSCH
7. Locate service connector plug in wiring harness. 6. Run engine at full throttle (above 3000 RPM), to
“35 Pin” (MA 1.7) Metal-Cased ECU: Connect a warm up engine and initiate O2 sensor function in
jumper wire from TPS initialization pin #8 (gray “closed-loop” operation.
wire) to ground pin (black wire), or use jumper 7. Watch MIL. When light starts blinking rapidly, (5
plug with red jumper wire. blinks per second), move throttle lever to low idle
“24 Pin” (MSE 1.0) Plastic-Cased ECU: speed position. Check and adjust idle speed to 1500
Connect a jumper wire from TPS initialization pin RPM, using a tachometer. Lamp should continue to
#24 (violet wire) to battery voltage pin (red wire), blink rapidly for another 30 seconds before switching
or use jumper plug with blue jumper wire. to a slow blink.
8. When MIL blinks slowly, do not do anything but wait
until MIL shuts off. This indicates that this procedure
8. Hold throttle against idle speed stop screw, turn has been completed successfully.
ignition switch to “ON” position (do not start engine),
and observe Malfunction Indicator Light (MIL). 9. Shut off engine.
a. Light should blink on/off quickly for approximately If learn procedure was successfully completed,
3 seconds and then go off and stay off, indicating external loads removed/disconnected in Step 2
initialization procedure has been successful. may be reconnected.
b. If light stays on or blinking ceases prematurely, If procedure was unsuccessful see Steps a. and
procedure was unsuccessful and must be b. following.
repeated. Possible causes for unsuccessful a. If during this procedure, MIL goes back into
learning may be: 1) Movement occurred in either blinking 4 consecutive blinks every 2 seconds,
TPS or throttle shaft during procedure, 2) engine and O2 sensor have cooled down and
Crankshaft movement/rotation was detected by out of “closed-loop” operation, prohibiting
speed sensor during procedure, 3) Throttle plate learning from occurring. Repeat Steps 6-9.
position was out of learnable range (recheck 1500 b. If during procedure with engine running, MIL
RPM idle speed adjustment), or 4) Problem with stays ON continuously, for more than 15
ECU or TPS. seconds, turn off ignition. Then initiate fault
9. When initialization procedure has been successfully code sequence, by doing three consecutive
completed, turn off key switch, remove jumper wire key-on/key-off cycles leaving t key “ON” in last
or connector, and remove rubber band from throttle sequence, (each key-on/key-off sequence must
lever. be less than 2.5 seconds long). Fault detected
10. Disconnect negative (-) battery cable temporarily to must be corrected before auto-learn function
clear all learned adjustments. can be re-initiated. PC-based diagnostic tool
and software may be used to read out fault
11. Reconnect battery cable and all external loads. code and assist with troubleshooting and repair.
Readjust idle speed to equipment manufacturer’s
specified setting and recheck high-speed, no-load Temperature sensor is a sealed, non-serviceable
RPM setting. Observe overall performance. assembly. A faulty sensor must be replaced. If a blink
code indicates a problem with temperature sensor, it can
TPS Initialization Procedure be tested as follows:
For“32 Pin” (MSE 1.1) Plastic-Cased ECU Only (“Auto- 1. Remove oil temperature sensor from adapter
Learn” Initialization) housing and cap or block adapter hole.
1. Check that basic engine, all sensors, fuel, fuel 2. Wipe sensor clean and allow it to reach room
pressure, and battery are good and functionally temperature (20°C, 68°F).
within specifications. 3. Unplug main harness connector from ECU.
Important! 4. With sensor connected, check oil temperature
sensor circuit resistance. Value should be 2375-
2. Remove/disconnect ALL external loads from engine 2625 Ω. See chart on pages
(belts, pumps, electric PTO clutch, alternator,
rectifier-regulator, etc.). “35 Pin” (MA 1.7) Metal-Cased ECU: Check
between #14 and #27 pin terminals.
3. Locate service connector plug in wiring harness. To
initiate TPS auto-learn function, connect a jumper “24 Pin” (MSE 1.0) Plastic-Cased ECU: Check
wire from TPS initialization pin #24 (violet wire) to between #6 and #4 pin terminals.
battery voltage pin (red wire), or use jumper plug “32 Pin” (MSE 1.1) Plastic-Cased ECU: Check
with blue jumper wire. If using PC-based diagnostic between #6 and #4 pin terminals.
tool and software, refer to Special Tests in Tools/Aids
and follow prompts to complete.
4. Start engine and immediately observe Malfunction
Indicator Light (MIL). Light should start blinking 4
consecutive times every 2 seconds.
5. Remove jumper wire or plug from service connector
plug in wiring harness.

EFI SYSTEM-BOSCH
5. Unplug sensor connector and check sensor b. If voltage is not in specified range, reconnect
resistance separately. Resistance value should oxygen sensor lead. With lead connected, probe
again be 2375-2625 Ω. or connect sensor connection with red VOA meter
a. If resistance is out of specifications, replace lead. Attach black VOA meter lead to a good
temperature sensor. ground location. Start and run engine at 3/4
throttle and note voltage reading being signaled
b. If it is within specifications, proceed to Step 6. by oxygen sensor. Reading should cycle between
6. Check temperature sensor circuits (input, ground) 0.2 v and 1.0 v, which indicates oxygen sensor is
from main harness connector to corresponding functioning normally and fuel delivery is within
terminal in sensor plug for continuity, damage, etc. prescribed parameters. If voltage readings show
a steady decline, rev engine and check indicated
“35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuits reading again. If voltage momentarily increases
#14 and #27. and then again declines, without cycling, engine
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin may be running lean due to incorrect TPS
circuits #6 and #4. initialization. Shut off engine, performTPS
initialization, and then repeat test. If TPS
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin initialization cannot be achieved, perform step c.
circuits #6 and #4.
c. Replace oxygen sensor (see next page). Run
Cutaway of Oxygen Sensor engine long enough to bring new sensor up to
temperature and repeat output test from step 1.
Cycling voltage from 0.2 to 1.0 v should be
indicated.
2. Move black voltmeter lead to engine ground location
A C D E and repeat output test. Same voltage (0.2 v-1.0 v)
B F G H should be indicated.
a. If same voltage reading exists, go on to Step 3.
b. If voltage output is no longer correct, a bad
ground path exists between sensor and engine
ground. Touch black lead at various points,
backtracking from engine ground back toward
sensor, watching for a voltage change at each
location. If correct voltage reading reappears at
some point, check for a problem (rust, corrosion,
A Connection Cable B Disc Spring loose joint or connection) between that point and
Ceramic Support previous checkpoint. For example, if reading is
C D Protective Sleeve too low at points on crankcase, but correct
Tube
E Contact Element F Sensor Housing voltage is indicated when black lead is touched to
skin of muffler, flange joints at exhaust ports
Active Ceramic become suspect.
G H Protective Tube
Sensor
3. With sensor still hot (minimum of 400°C,752°F),
NOTE: All tests should be conducted with a good switch meter to Rx1K or Rx2K scale and check
quality, high-impedance, digital VOA meter for resistance between sensor lead and sensor case. It
accurate results. should be less than 2.0 KΩ.
Like other sensors already discussed, oxygen sensor is a. resistance is less than 2.0 KΩ go to Step 4.
a non-serviceable component. Complete replacement is
required if it is faulty. Sensor and wiring harness can be b. If resistance is greater than 2.0 KΩ, oxygen
checked as follows. sensor is bad, replace it.
1. Oxygen sensor must be hot (minimum of 400°C, 4. Allow sensor to cool (less than 60°C, 140°F) and
752°F). Run engine for about 5 minutes. With engine retest resistance with meter set on Rx1M scale. With
running, disconnect oxygen sensor lead from wiring sensor cool, resistance should be greater than 1.0
harness. Set VOA meter for DC volts and connect MΩ.
red lead to disconnected sensor lead, and black lead a. If resistance is greater than 1.0 MΩ go to Step 5.
to sensor shell. Look for a voltage reading from 0.2
v-1.0 v. b. If resistance is less than 1.0 MΩ, sensor is bad,
replace it.
a. If voltage is in specified range, go to Step 2.

EFI SYSTEM-BOSCH
5. With oxygen sensor disconnected and engine not a. Clean connection and check wiring if circuit was
running, disconnect main harness connector from not completed.
ECU and set meter to Rx1 scale. Check circuit 3. Set meter for DC voltage. Touch red tester lead to
continuity as follows. #30 terminal in relay connector. A reading of 12 volts
“24 Pin” (MSE 1.0) Plastic-Cased ECU: should be indicated at all times.
Check for continuity from pin #15 of ECU 4. Connect red lead of meter to #85 terminal in relay
connector (see page ) to shell of oxygen connector. Turn key switch to ON position. Battery
sensor, and from pin #11 to sensor connector voltage should be present.
terminal of main harness. Both tests should
indicate continuity. a. No voltage present indicates a problem with key
switch, in wiring, or at connector.
“32 Pin” (MSE 1.1) Plastic-Cased ECU:
Check for continuity from pin #19 of ECU b. If voltage is present, wiring to connector is good.
connector (see page) to shell of oxygen Turn ignition switch ‘OFF and proceed to Step 5
sensor, and from pin #20 to sensor terminal of to test relay.
main harness. Both tests should indicate 5. Connect an ohmmeter (Rx1 scale) between #85 and
continuity. #86 terminals in relay. There should be continuity.
a. If there is no continuity displayed in either of 6. Attach ohmmeter leads to #30 and #87 terminals in
tests, check harness circuit for breaks or damage, relay. First, there should be no continuity. Using a 12
and connections for poor contact, moisture, or volt power supply, connect positive (+) lead to #85
corrosion. If no continuity was found in first test, terminal and touch negative (-) lead to #86 terminal.
also check for a poor/broken ground path back When 12 volts is applied, relay should activate and
through exhaust system, engine, and mounting continuity should exist between #30 and #87
(sensor is grounded through its shell). terminals. Repeat test several times. If, at any time t
b. If continuity is indicated, go to step 6. relay fails to activate tcircuit, replace relay.
6. With key switch in ON/RUN position, using a high
impedance voltmeter, check voltage from wiring
harness oxygen sensor connector to engine ground
location. Look for a steady voltage from 350-550 mv
(0.35-0.55 v).
a. If voltage reading is not as specified, move black
voltmeter lead to negative post of battery, to be
certain of a good ground. If voltage is still not
correct, ECU is probably bad.
b. If voltage readings are correct, clear fault codes
and run engine to check if any fault codes
reappear.
To Replace Oxygen Sensor
1. Disconnect oxygen sensor connector from wiring
harness.
2. Loosen and remove oxygen sensor from exhaust
manifold/muffler assembly.
3. Apply anti-seize compound sparingly to threads of
new oxygen sensor, if none already exists. DO NOT
get any on tip as it will contaminate sensor. Install
sensor and torque to 50-60 N·m (37-44 ft. lb.).
4. Reconnect lead to wiring harness connector. Make
sure it can not contact hot surfaces, moving parts,
etc.
5. Test run engine.
A malfunctioning relay can result in starting or operating
difficulties. Relay and related wiring can be tested as
follows:
1. Disconnect relay connector plug from relay.
2. Connect black lead of VOA meter to a chassis
ground location. Connect red lead to #86 terminal in
relay connector. Set meter to test resistance (Rx1).
Turn ignition switch from OFF to ON. Meter should
indicate continuity (ground circuit is completed) for 1
to 3 seconds. Turn key switch back off.

EFI SYSTEM-BOSCH
Fuel Injector Details 2. Make sure all safety switch requirements are met.
Crank engine and check for flashing of test light.
A Repeat test at other connector.
a. If flashing occurs, use an ohmmeter (Rx1 scale)
and check resistance of each injector across two
B terminals. Proper resistance is 12-20 Ω. If injector
resistance is correct, check whether connector
and injector terminals are making a good
connection. If resistance is not correct, replace
injector following steps 1-8 and 13-16 below.
C b. If no flashing occurs, reattach connectors to both
injectors. Disconnect main harness connector
from ECU and connector from relay. Set
D E ohmmeter to Rx1 scale and check injector circuit
resistance as follows.
E “24 Pin” (MSE 1.0) Plastic-Cased ECU:
G Check resistance between relay terminal #87
and pin #16 in main connector. Then check
resistance between relay terminal
#87and pin #17. Resistance should be 4-15 Ω
for each circuit. “32 Pin” (MSE 1.1)
Plastic-Cased ECU: Check resistance
H between relay terminal #87 and pin #14 in
main connector. Then check resistance
between relay terminal #87 and pin #15.
Resistance should be 4-15 Ω for each circuit.
Check all electrical connections, connectors, and wiring
A Filter Strainer In B Electrical harness leads if resistance is incorrect.
Fuel Supply Connection Injector leakage is very unlikely, but in those rare
C Solenoid Winding D Valve Housing instances it can be internal (past tip of valve needle), or
external (weeping around injector body). Loss of system
E Armature F Valve Body pressure from leakage can cause hot restart problems
G H Multi-Orifice Director and longer cranking times. To check for leakage it will
Valve Needle Plate With be necessary to loosen or remove blower housing which
Calibrated Opening may involve removing engine from unit.
Injector problems typically fall into three general
categories: electrical, dirty/clogged, or leakage. An
electrical problem usually causes one or both of injectors
to stop functioning. Several methods may be used to
check if injectors are operating.
1. With engine running at idle, feel for operational
vibration, indicating that they are opening and
closing.
2. When temperatures prohibit touching, listen for a
buzzing or clicking sound with a screwdriver or
mechanic’s stethoscope.
NOTE: Do not apply voltage to fuel injector(s).
Excessive voltage will burn out injector(s). Do
not ground injector(s) with ignition ON.
Injector(s) will open/turn on if relay is energized.
3. Disconnect electrical connector from an injector and
listen for a change in idle performance (only running
on one cylinder) or a change in injector noise or
vibration.
If an injector is not operating, it can indicate either a bad
injector, or a wiring/electrical connection problem. Check
as follows:
1. Disconnect electrical connector from both injectors.
Plug a 12 volt noid light (part of EFI Service Kit, see
Tools and Aids) into one connector.

EFI SYSTEM-BOSCH
Injector Inspection Points 16. Reverse appropriate procedures to install new

injector(s) and reassemble engine. Use new
O-Rings any time an injector is removed (new
replacement injectors include new O-Rings).
Lubricate O-Rings lightly with oil. Torque fuel rail and
blower housing mounting screws to 3.9 N·m (35 in.
lb.), and intake manifold and air cleaner mounting
screws to 9.9 N·m (88 in. lb.).
Injector problems due to dirt or clogging are generally
unlikely due to design of injectors, high fuel pressure,
A and detergent additives in gasoline. Symptoms that
could be caused by dirty/clogged injectors include rough
idle, hesitation/stumble during acceleration, or triggering
of fault codes related to fuel delivery. Injector clogging
is usually caused by a buildup of deposits on director
plate, restricting flow of fuel, resulting in a poor spray
pattern. Some contributing factors to injector clogging
include higher than normal operating temperatures, short
A Check for Leaks operating intervals, and dirty, incorrect, or poor quality
1. Engine must be cool. Depressurize fuel system fuel. Cleaning of clogged injectors is not recommended;
through test valve in fuel rail. they should be replaced. Additives and higher grades of
fuel can be used as a preventative measure if clogging
2. Disconnect spark plug leads from spark plugs. has been a problem.
3. Remove air cleaner outer cover, inner wing nut, NOTE: Do not ground coils with ignition ON, as they
element cover and air cleaner element/precleaner. may overheat or spark.
Service air cleaner components as required.
4. Remove screws securing air cleaner base to throttle Testing
body manifold. Remove air cleaner base to permit 1. Disconnect main harness connector from ECU.
access to injectors. Check condition of air cleaner "24 Pin" (MSE 1.0) Plastic-Cased ECU: Locate
base gasket, replace if necessary. pins #22 and #23 in 24 pin connector. See page .
5. Remove flywheel screen if it overlaps blower "32 Pin" (MSE 1.1) Plastic Cased ECU: Locate
housing. pins #30 and #31 in 32 pin connector. See page.
6. If engine has a radiator-type oil cooler mounted to 2. Disconnect connector from relay and locate terminal
blower housing, remove oil cooler mounting screws. #87 in connector.
7. Remove blower housing mounting screws. Note 3. Using an ohmmeter set on the Rx1 scale, check
location of plated (silver) screw attaching rectifier/ resistance in circuits as follows:
regulator ground lead. Remove blower housing. "24 Pin" (MSE 1.0) Plastic-Cased ECU: Check
8. Thoroughly clean area around and including throttle between terminal #87 and pin #22 for coil #1.
body/manifold and injectors. Repeat test between terminal #87 and pin #23 for
9. Disconnect throttle linkage and damper spring from t coil #2.
throttle lever. Disconnect TPS lead from harness. "32 Pin" (MSE 1.1) Plastic-Cased ECU: Check
10. Remove manifold mounting bolts and separate between terminal #87 and pin #30 for coil #1.
throttle body/manifold from engine leaving TPS, fuel Repeat test between terminal #87 and pin #31 for
rail, air baffle, injectors and line connections intact. coil #2.
Discard old gaskets. A reading of 1.8-4.0 Ω in each test indicates that
11. Position manifold assembly over an appropriate wiring and coil primary circuits are OK.
container and turn key switch ON to activate fuel a. If reading(s) are not within specified range, check
pump and pressurize system. Do not turn switch to and clean connections and retest.
START position. b. If reading(s) are still not within specified range,
12. If either injector exhibits leakage of more than two to test coils separately from main harness as
four drops per minute from tip, or shows any sign of follows:
leakage around outer shell, turn ignition switch off 1. Disconnect red and black primary leads from
and replace injector as follows. coil terminals.
13. Depressurize fuel system following procedure in fuel 2. Connect an ohmmeter set on the Rx1 scale to
warning on page. Remove fuel rail mounting screws. primary terminals. Primary resistance should
14. Clean any dirt accumulation from sealing/mounting be 1.8-2.5 Ω.
area of faulty injector(s) and disconnect electrical
connector(s).
15. Pull retaining clip off top of injector(s). Disconnect
fuel rail and remove injector(s) from manifold.

EFI SYSTEM-BOSCH
3. Disconnect secondary lead from spark plug. a. If there was no continuity between pump
Connect an ohmmeter set on Rx10K scale terminals, replace fuel pump.
between spark plug boot terminal and red b. If voltage was below 7, test wiring harness and
primary terminal. Secondary resistance should relay as covered in Electrical Relay.
be 13,000-17,500 Ω.
4. If voltage at plug was good, and there was continuity
4. If secondary resistance is not within specified across pump terminals, reconnect plug to pump,
range, unscrew spark plug lead nut from coil making sure you have a good connection. Turn on
secondary tower and remove plug lead. key switch and listen for pump to activate.
Repeat step b. 3, testing from secondary
tower terminal to red primary terminal. If a. If pump starts, repeat steps 1 and 2 to verify
resistance is now correct, coil is good, but correct pressure.
spark plug lead is faulty, replace lead. If step b. If pump still does not operate, replace it.
b. 2 resistance was incorrect and/or
secondary resistance is still incorrect, coil is Fuel Pressure Regulator Details
faulty and needs to be replaced.
Wiring harness used in EFI system connects electrical
components, providing current and ground paths for A
system to operate. All input and output signaling occurs
through a special all weather connector that attaches
and locks to ECU. B
Condition of wiring, connectors, and terminal
connections is essential to system function and C
performance. Corrosion, moisture, and poor connections
are more likely cause of operating problems and system
errors than an actual component. I D
Fuel Pump E
Fuel pumps are non-serviceable and must be replaced
if determined to be faulty. If a fuel delivery problem H F
is suspected, make certain pump is being activated
through relay, all electrical connections are properly G
secured, fuses are good, and a minimum of 7.0 volts
is being supplied. If during cranking, voltage drops A Pressure Regulating B Pressure Regulating
below 7.0 volts, a reduction of fuel pressure may occur Spring Chamber
resulting in a lean starting condition. If required, testing C Diaphragm D Valve Seat
fuel pump and relay may be conducted.
E F Outlet Port
1. Connect black hose of Pressure Tester (part of EFI Fuel Chamber (to fuel rail)
Service Kit, see Tools and Aids) to test valve in fuel
rail. Route clear hose into a portable gasoline G Return Port (to tank) H Inlet Port
container or equipment fuel tank. I Valve
2. Turn on key switch to activate pump and check Depending on application, regulator may be located in
system pressure on gauge. If system pressure of 39 fuel tank along with fuel pump, or outside tank just down
psi ± 3 is observed, relay, fuel pump, and regulator line from pump. Regulator is a sealed, non-serviceable
are working properly. Turn key switch off and assembly. If it is faulty, it must be separated from base/
depress valve button on tester to relieve system holder assembly and replaced as follows:
pressure.
1. Shut engine off, make sure engine is cool, and
a. If pressure is too high, and regulator is outside disconnect negative (-) battery cable.
tank (just down line from pump), check that return
line from regulator to tank is not kinked or 2. Depressurize fuel system through test valve in fuel
blocked. If return line is good, replace regulator rail.
(see Regulator on page). 3. Access regulator assembly as required and clean
b. If pressure is too low, install in-line ‘‘T’’ between any dirt or foreign material away from area.
pump and regulator and retest pressure at that 4. External Regulator-
point. If it is too low there also, replace fuel pump.
a. Remove screws securing mounting bracket to
3. If pump did not activate (step 2), disconnect plug regulator housing. Remove O-Ring and pull
from fuel pump. Connect a DC voltmeter across regulator out of housing.
terminals in plug, turn on key switch and observe if a
minimum of 7 volts is present. If voltage is between b. Remove snap ring and remove regulator
7 and 14, turn key switch off and connect an from base/holder.
ohmmeter between terminals on pump to check for
continuity.

EFI SYSTEM-BOSCH
Internal (In-Tank) Regulator- Idle Speed Screw Dampening Spring

Remove screws securing retaining ring and Idle Speed Screw Details
regulator in base/holder assembly. Grasp and pull
regulator out of base/holder. B
5. Always use new O-Rings and hose clamps when
installing a regulator. A new replacement regulator A
will have new O-Rings already installed. Lubricate
O-Rings (external regulator) with light grease or oil. C
6. Install new regulator by carefully pushing and
rotating it slightly into base or housing.
a. External Regulators with Square Base Housing
Only; Install a new O-Ring between regulator and
mounting bracket. Set mounting bracket into
position.
b. Secure the regulator in base with original
retaining ring or screws. Be careful not to dent or
damage body of regulator as operating
performance can be affected.
7. Reassemble and connect any parts removed in step
3.
8. Reconnect negative (-) battery cable.
9. Recheck regulated system pressure at fuel rail test
valve.
Fuel Rail 1-3 mm (0.039-
Dampening Spring 0.117 in.) Exposed
Fuel rail is mounted to throttle body/intake manifold. No A B
(Some Models) Length Off End Of
specific servicing is required unless operating conditions Adjustment Screw
indicate that it needs internal cleaning or replacement.
It can be detached by removing mounting screws and C Idle Speed Screw
injector retaining clips. Thoroughly clean area around A small dampening spring is attached to end of idle
all joints and relieve any pressure before starting any speed screw of some EFI engines to help stabilize no
disassembly. load operating speeds.
Throttle Body/Intake Manifold Assembly Idle speed adjustment procedure remains same for
engines with or without a dampening spring. Typically, no
Throttle body/intake manifold is serviced as an periodic servicing is necessary in this area. If however,
assembly, with throttle shaft, TPS, throttle plates, removal/replacement of dampening spring is required,
and idle speed adjusting screw installed. Throttle reinstall it as follows:
shaft rotates on needle bearings (non-serviceable),
capped with rubber seals to prevent air leaks. A throttle 1. Thread spring onto end of idle screw leaving 1-3 mm
shaft repair kit is available to replace shaft if worn or (0.039-0.117 in.) of spring extending beyond end of
damaged. Appropriate TPS Initialization Procedure must idle speed screw.
be performed after any throttle shaft service. 2. Secure spring onto screw with a small amount of
Permabond™ LM-737 or equivalent Loctite®
Idle Speed Adjustment (RPM) adhesive. Do not get any adhesive on free coils of
Adjustment Procedure spring.
1. Make sure there are no fault codes present in ECU 3. Start engine and recheck idle speed settings, after
memory. sufficient warm up. Readjust as required.
2. Start engine and allow it to fully warm up and Initial Governor Adjustment
establish closed looped operation (approximately
5-10 min.). Initial governor adjustment is especially critical on
EFI engines because of accuracy and sensitivity of
3. Place throttle control in IDLE/SLOW position and electronic control system. Incorrect adjustment can
check idle speed with a tachometer. Turn idle speed result in overspeed, loss of power, lack of response, or
screw in or out as required to obtain 1500 RPM, or inadequate load compensation. If you encounter any
idle speed specified by equipment manufacturer. of these symptoms and suspect them to be related to
4. Idle speed adjustment can affect high idle speed governor setting, following should be used to check and/
setting. Move throttle control to full throttle position or adjust governor and throttle linkage.
and check high idle speed. Adjust as necessary to
3750 RPM, or speed specified by equipment
manufacturer.

EFI SYSTEM-BOSCH
If governor/throttle components are all intact, but you think there may be a problem with adjustment, follow Procedure
A to check setting. If governor lever was loosened or removed, go immediately to Procedure B to perform initial
adjustment.
A. Checking Initial Adjustment
1. Unsnap plastic linkage bushing attaching throttle linkage to governor lever. Unhook damper spring from lever,
separate linkage from bushing, and remove bushing from lever. Mark hole position and unhook governor
spring from governor lever.
2. Check if engine has a high-speed throttle stop screw installed in manifold casting boss.
a. On engines without a stop screw, pivot throttle shaft and plate assembly into FULL THROTTLE position.
Insert a 1.52 mm (0.060 in.) feeler gauge between rear tang of throttle shaft plate and underside of manifold
boss. Use a locking pliers (needle nose works best) to temporarily clamp parts in this position.
b. On engines with a stop screw, pivot throttle shaft and plate into FULL THROTTLE position, so tang of
throttle shaft plate is against end of high-speed stop screw. Temporarily clamp in this position.
3. Rotate governor lever and shaft counterclockwise until it stops. Use only enough pressure to hold it in that
position.
4. Check how end of throttle linkage aligns with bushing hole in governor lever. It should fall in center of hole. If it
doesn’t, perform adjustment procedure as follows.
B. Setting Initial Adjustment
1. Check split where clamping screw goes through governor lever. There should be a gap of at least 1/32". If tips
are touching and there is no gap present, lever should be replaced. If not already installed, position governor
lever on cross shaft, but leave clamping screw loose.
2. Follow instructions in Step 2 of Checking Initial Adjustment, then reattach throttle linkage to governor lever with
bushing clip. It is not necessary to reattach damper or governor springs at this time.
3. Insert a nail into hole in top of cross shaft. Using light pressure, rotate governor shaft counterclockwise as far
as it will turn, then torque nut on clamping screw to 6.8 N·m (60 in. lb.). Make sure that governor arm has not
twisted up or down after nut has been tightened.
4. Verify that governor has been set correctly. With linkage still retained in FULL THROTTLE position (Step 2),
unsnap bushing clip, separate linkage from bushing, and remove bushing from lever. Follow Steps 3 and 4 in
Checking Initial Adjustment.
5. Reconnect dampening spring into its governor lever hole from bottom. Reinstall bushing and reattach throttle
linkage. Reattach governor spring in marked hole.
6. Start engine and allow it to fully warm up and establish closed loop operation (approximately 5-10 min.). Check
speed settings and adjust as necessary, first low idle speed, and then high speed setting.
TROUBLESHOOTING
Faulty spark plugs.
Old/stale fuel.
Incorrect fuel pressure.
Speed sensor loose or faulty.
Engine Starts Hard
or Fails to Start TPS offset incorrect (initialization).
When Cold.
Engine temperature sensor faulty.
Faulty coils.
Low system voltage.
Faulty injectors.

EFI SYSTEM-BOSCH
Faulty spark plugs.

Fuel pressure low.
Engine starts hard
or fails to start TPS offset incorrect (Initialization).
when hot
Speed sensor loose or faulty.
TPS faulty.
Engine temperature sensor faulty.
Faulty injectors.
Faulty spark plugs.
Engine stalls or TPS offset incorrect.
idles roughly (cold
or warm) TPS faulty.
Faulty engine temperature sensor.
Faulty injectors.
Fuel injector(s), fuel filter, fuel line, or fuel pick-up dirty/restricted.
Dirty air cleaner.
Insufficient fuel pressure or fuel delivery.
Engine misses, Vacuum (intake air) leak.
hesitates, or stalls Improper governor setting, adjustment or operation.
under load
Speed sensor malfunction.
TPS faulty, mounting problem or TPS Initialization Procedure incorrect.
Bad coil(s), spark plug(s), or wires.

Faulty/malfunctioning ignition system.
Dirty air filter.
Improper governor adjustment.
Low Power Plugged/restricted exhaust.
One injector not working.
Basic engine problem exists.
TPS faulty or mounting exists.
Throttle plates in throttle body/intake manifold not fully opening to WOT stop (if so equipped).
EFI system is a 12 VDC negative ground system, In an emergency situation, simply disconnecting and
designed to operate down to a minimum of 7.0 volts. reconnecting connectors may clean up contacts enough
If system voltage drops below this level, operation of to restore operation, at least temporarily.
voltage sensitive components such as ECU, fuel pump, If a fault code indicates a problem with an electrical
and injectors will be intermittent or disrupted, causing component, disconnect ECU connector and test for
erratic operation or hard starting. A fully charged, 12 continuity between component connector terminals and
volt battery with a minimum of 350 cold cranking amps corresponding terminals in ECU connector using an
is important in maintaining steady and reliable system ohmmeter. Little or no resistance should be measured,
operation. Battery condition and state of charge should indicating that wiring of that particular circuit is OK. An
always be checked first when troubleshooting an illustrated listing of numerical terminal locations, for each
operational problem. style of ECU/connector is provided on pages 63, 65, and
Keep in mind that EFI-related problems are more 67.
often caused by wiring harness or connections than
by EFI components. Even small amounts of corrosion
or oxidation on terminals can interfere with milliamp
currents used in system operation. Cleaning connectors
and grounds will solve problems in many cases.
EFI SYSTEM-BOSCH
“35 Pin” (MA 1.7) Metal-Cased ECU Systems

Pin # Component
1 Ignition Coil #1
2 Not used
3 Engine Speed Sensor
4 ECU Production Test Terminal
5 Not Used
6 Not Used
7 Not Used
8 TPS Initialization Terminal
9 Engine Ground
10 O2 Sensor
11 Not Used
12 Throttle Position Sensor 1
13 Not Used 19
14 Oil Temperature Sensor 2
20
15 Not Used 3
16 ECU Permanent Battery Voltage 21
17 ECU Switched Battery Voltage 4
22
18 Engine Ground 5
19 Ignition Coil #2 23
6
20 Vehicle Ground 24
21 Engine Speed Sensor 7
22 Not Used 25
8
23 Not Used 26
24 Not Used 9
25 Throttle Position Sensor 27
10
26 Not Used 28
27 Throttle Position Sensor/Oil Temperature Sensor 11
29
28 Power Relay 12
29 Not Used 30
30 Not Used 13
31
31 Malfunction Indicator Light 14
32 Not Used 32
15
33 Vehicle Ground 33
34 Not Used 16
35 Fuel Injectors 34
17
35
18

EFI SYSTEM-BOSCH

EFI SYSTEM-BOSCH
“24 Pin” (MSE 1.0) Plastic-Cased ECU Systems

Pin # Component
1 Permanent Battery Voltage

2 Switched Ignition Voltage
3 Safety Switch
4 Throttle Position Sensor (TPS) and Temperature Sensor Ground
5 Not Used
1 13
6 Oil Temperature Sensor Input
2 14
7 Not Used
8 Throttle Position Sensor (TPS) Input 3 15
9 Speed Sensor Input 4 16
10 Speed Sensor Ground 5 17
11 Oxygen Sensor Input
6 18
12 Not Used (Oxygen Sensor Ground if needed)
13 Diagnostic Line 7 19
14 Throttle Position Supply Voltage 8 20
15 Battery Ground 9 21
16 Injector 1 Output
10 22
17 Injector 2 Output
11 23
18 Main Relay Output
19 Malfunction Indicator Light (MIL) 12 24
20 Not Used (Tach Output if needed)
21 Not Used
22 Ignition Coil #1 Output
24 TPS Initialization Terminal

EFI SYSTEM-BOSCH

EFI SYSTEM-BOSCH
“32 Pin” (MSE 1.1) Plastic-Cased ECU Systems

Pin # Component
1 Permanent Battery Voltage
2 Switched Battery Voltage
3 TPS Set; “Auto-Learn” Initialization Terminal
4 Throttle Position Sensor (TPS) and Temperature Sensor Ground
5 Not Used
6 Oil Temperature Sensor Input 1 17
7 Not Used
2 18
8 Throttle Position Sensor (TPS) Input
9 Speed Sensor Input (+) 3 19
10 Speed Sensor Ground (-) 4 20
11 Not Used
5 21
12 Not Used
13 Not Used 6 22
14 Injector 1 Output 7 23
15 Injector 2 Output 8 24
16 Not Used
9 25
17 Diagnostic Line
18 Throttle Position Sensor Supply Voltage 10 26
19 Battery Ground 11 27
20 Oxygen Sensor Input
21 Battery Ground (Secondary) 12 28
22 Not Used 13 29
23 Not Used 14 30
24 Not Used
15 31
25 Safety Switch Input
26 Not Used 16 32
27 Not Used
28 Main Relay Output
29 Malfunction Indicator Light (MIL)
32 Not Used

EFI SYSTEM-BOSCH

EFI SYSTEM-BOSCH
Fuel System Fault Codes

ECU continuously monitors engine operation against
preset performance limits. If operation is outside limits,
WARNING: Fuel System Under Pressure! ECU activates MIL and stores a diagnostic code in its
Fuel system operates under high pressure. System fault memory. If component or system returns to proper
pressure must be relieved through test valve in fuel function, ECU will eventually self-clear fault code and
rail prior to servicing or removing any fuel system turn off MIL. If MIL stays illuminated, it warns customer
components. Do not smoke or work near heaters or that dealer service is required. Upon receipt, dealer
other fire hazards. Have a fire extinguisher handy and technician can access fault code(s) to help determine
work only in a well-ventilated area. what portion of system is malfunctioning. 2-digit blink
Function of fuel system is to provide sufficient delivery codes available based upon style of ECU are listed on
of fuel at system operating pressure of 39 psi ± 3. If an pages 70, 71, and 72.
engine starts hard, or turns over but will not start, it may Codes are accessed through key switch and displayed
indicate a problem with EFI fuel system. A quick test will as blinks or flashes of MIL. Access codes as follows.
verify if system is operating.
1. Start with key switch off.
1. Disconnect and ground spark plug leads.
2. Turn key switch on-off-on-off-on, leaving it on in third
2. Complete all safety interlock requirements and crank sequence. Time between sequences must be less
engine for approximately 3 seconds. than 2.5 seconds.
3. Remove spark plugs and check for fuel at tips. 3. Any stored fault codes will then be displayed as a
a. If there is fuel at tips of spark plugs, fuel pump series of MIL blinks (from 2 to 6) representing first
and injectors are operating. digit, followed by a pause, and another series of
b. If there is no fuel at tips of spark plugs, check blinks (from 1 to 6) for second digit.
following. a. It’s a good idea to write down codes as they
1. Make sure fuel tank contains clean, fresh, proper appear, as they may not be in numerical
fuel. sequence.
2. Make sure that vent in fuel tank is open. b. Code 61 will always be last code displayed,
indicating end of code transmission. If code 61
3. Make sure fuel tank valve (if so equipped) is fully appears immediately, no other fault codes are
opened. present.
4. Make sure battery is supplying proper voltage.
5. Check that fuses are good, and that all electrical and
fuel line connections are good.
6. Test fuel pump and relay operation as described
earlier under Fuel Pump.

EFI SYSTEM-BOSCH
Example of Diagnostic Display

1. Diagnostic display initiated through ignition key sequencing.
2. Long Pause
Short Pauses
3.
Code 32
3 2
4. Long Pause
5. Code 61
6 1
6. Long Pause
7. Light remains on at end of transmission
After the problem has been corrected, fault codes may be cleared as follows.
1. Disconnect negative (-) battery cable from battery terminal, or remove main fuse for ECU for approximately 1
minute.
2. Reconnect cable and tighten securely, or reinstall main fuse. Start engine and allow it to run for several minutes.
MIL should remain off if problem was corrected, and fault codes should not reappear (codes 31, 32, 33, and 34
may require 10-15 minutes of running to reappear).
Following chart lists fault codes, what they correspond to, and what visual indications will be. Following chart is a
list of individual codes with an explanation of what triggers them, what symptoms might be expected, and probable
causes.
"32 Pin"
OBD2 "35 Pin" "24 Pin" (MSE
P-Code Ap- (MA 1.7) (MSE 1.0)
Blink 1.1)
plicable to: Connection or Failure Description Metal- Plastic- Note
Code Plastic-
"32 Pin" (MSE Cased Cased Cased
1.1) ECU/Sys- ECU/ ECU/Sys- ECU/
tem Only System tem System
- - No RPM Signal Y Y Y
21 P0335 Loss of Synchronization Y Y Y
22 P0120 TPS-Signal Implausible N N N 2
22 P0122 TPS-Open or Short Circuit to Ground Y Y Y
22 P0123 TPS - Short Circuit to Battery Y Y Y
23 P0601 Defective ECU Y Y Y
24 Engine Speed Sensor Y Y Y 9
31 P0174 System too Lean Y Y Y 6

EFI SYSTEM-BOSCH
"32 Pin"
Blink 1.1)
plicable to: Connection or Failure Description Metal- Plastic- Note
Code Plastic-
31 P0132 O2 Sensor Circuit: Shorted to Battery Y N Y 3
O2 Sensor Circuit: No Activity De- N

32 P0134 N N 8
tected
7,8
33 P0175 System too Rich Y Y Y
33 P0020 O2 Sensor Control at Upper Limit 8

Y Y Y
8
34 P0171 Maximum Adaption Limit Reached Y Y Y
Y 8
34 P0172 Minimum Adaption Limit Reached Y Y
Temperature Sensor Circuit: Shorted Y

42 P0117 Y Y
to Ground
Temperature Sensor Circuit: Open Y

42 P0118 Y Y
Circuit or Short to Battery
Failure Completing Autolearn - TPS

43 N/A N/A N/A Y
Offset below minimum allowable limit
Failure Completing Autolearn - TPS

44 N/A offset above maximum allowable N/A N/A Y
limit
51 P1260 Injector 1-Open Circuit N/A N/A Y
51 P0261 Injector 1-Short Circuit to Ground N/A N/A Y
51 P0262 Injector 1-Short Circuit to Battery N/A N/A Y
52 P1263 Injector 2 - Open Circuit N/A N/A Y
52 P0264 Injector 2-Short Circuit to Ground N/A N/A Y
52 P0265 Injector 2-Short Circuit to Batt N/A N/A Y
55 P1651 Diagnostic Lamp - Open Circu N/A N/A Y
Diagnostic Lamp - Short Circuit to

55 P1652 N/A N/A Y
Ground
Diagnostic Lamp-Short Circuit to

55 P1653 N/A N/A Y
Battery

EFI SYSTEM-BOSCH
"32 Pin"
Blink 1.1)
plicable to: Connection or Failure Description Metal- Plastic-
Code Plastic- Note
56 P1231 Pump Relay-Open Circuit N/A N/A Y
56 P1232 Pump Relay-Short Circuit to G N/A N/A Y
56 P1233 Pump Relay-Short Circuit to B N/A N/A Y
61 End of Code Transmission Y Y Y
NOTE:
1. Idle Switch not used.
2. Diagnostic of TPS-Signal Implausible is disabled in code.
3. O2 Sensor Short to Battery diagnostic detection is disabled with SAS fuel-cutoff calibrated out.
4. Air Temperature Sensor not used.
5. Temperature Sensor Signal Implausible: diagnostic detection is calibrated out, with TPLAUS set to -50°C.
6. System too Lean used to be O2 Sensor-Short to Ground (P0131).
7. System too Rich used to be O2 Sensor Control at Lower Limit (P0019).
8. Obtainable only with ECU 24 584 28-S or later.
9. Will not blink out.
Code 21
Component: Engine Speed Sensor Engine Wiring Harness Related
Fault: ECU receiving inconsistent tooth count “24 Pin” (MSE 1.0) Plastic-Cased ECU:
signals from speed sensor. ● Pin circuits 9 and/or 10 wiring or
Condition: Possible misfire as ECU attempts to connectors.
resynchronize, during which time fuel and ● Shielding for pin circuits 9 and/or 10
spark calculations are not made. damaged or not properly grounded.
● Poor or improper grounds in system
Conclusion: Engine Speed Sensor Related (battery, ECU oxygen sensor, shielding,
● Sensor connector or wiring. fuel pump, ignition output).
● Sensor loose or incorrect air gap. ● Pin circuits 9 and/or 10 routed near
● Flywheel key sheared noisy electrical signals (coils, spark
plug lead, plug connector).
Speed Sensor Ring Gear Related
● Damaged teeth. Engine Wiring Harness Related
● Varying gap (gear loose/out of “32 Pin” (MSE 1.1) Plastic-Cased ECU:
alignment). ● Pin circuits 9 and/or 10 wiring or
connectors.
Engine Wiring Harness Related ● Shielding for pin circuits 9 and/or 10
“35 Pin” (MA 1.7) Metal-Cased ECU: damaged or not properly grounded.
● Pin circuits 3 and/or 21 wiring or ● Poor or improper grounds in system
connectors. (battery, ECU, oxygen sensor,
● Shielding for pin circuits 3 and/or 21 shielding, fuel pump, ignition output).
damaged or not properly grounded. ● Pin circuits 9 and/or 10 routed near
● Poor or improper grounds in system noisy electrical signals (coils, spark
(battery, ECU, oxygen sensor, plug lead, plug connector).
shielding, fuel pump, ignition output). ECU/Harness Related
● Pin circuits 3 and/or 21 routed near ● ECU-to-harness connection problem.
noisy electrical signals (coils, spark Ignition System Related
plug lead, plug connector). ● Non-resistor spark plug(s) used.

EFI SYSTEM-BOSCH
Code 22 Code 23
Component: Throttle Position Sensor (TPS) Component: ECU
Fault: Unrecognizable signal is being sent from Fault: ECU is unable to recognize or process
sensor (too high, too low, inconsistent). signals from its memory.
Condition: A “limp-home” operating mode occurs, Condition: Engine will not run.
with an overall decrease in operating Conclusion: ECU (internal memory problem).
performance and efficiency. Fuel delivery
is based upon oxygen sensor and five ● Diagnosable only through elimination
mapped values only. Rich running of all other system/component faults.
(black smoke) will occur until “closed
loop”operation is initiated. A stumble or Code 24 (Will not blink out)
misfire on hard acceleration and/or erratic Component: Engine Speed Sensor
operation may be exhibited.
Fault: No tooth signal from speed sensor. MIL
Conclusion: TPS Sensor Related light will not go out when cranking.
● Sensor connector or wiring. Condition: None-engine will not start or run as ECU
● Sensor output affected or disrupted by is unable to estimate speed.
dirt, grease, oil, wear, or breather tube Conclusion: Engine Speed Sensor Related
position (must be to side opposite
TPS). ● Sensor connector or wiring.
● Sensor loose on throttle body manifold. ● Sensor loose or air gap incorrect.
Throttle Body Related Speed Sensor Wheel Related

● Throttle shaft or bearings worn/ ● Damaged teeth.
damaged. ● Gap section not registering.
“35 Pin” (MA 1.7) Metal-Cased ECU: Engine Wiring Harness Related
● Pin circuits 12, 25 and/or 27 damaged ● Pin circuit wiring or connectors.
(wiring or connectors). Pin(s) 3 and/or 21 for “35 Pin” (MA 1.7)
● Pin circuits 12, 25 and/or 27 routed Metal-Cased ECU.
near noisy electrical signal (coils, Pin(s) 9 and/or 10 for “24 Pin” (MSE
alternator). 1.0) Plastic-Cased ECU.
● Intermittent 5 volt source from ECU Pin(s) 9 and/or 10 for “32 Pin” (MSE
(pin circuit 25). 1.1) Plastic-Cased ECU.
Engine Wiring Harness Related ECU/Harness Related

● Pin circuits 4, 8, and/or 14 damaged
(wiring, connectors).
● Pin circuits 4, 8, and/or 14 routed near
noisy electrical signal (coils, alternator).
● Intermittent 5 volt source from ECU
(pin circuit 14).

● Pin circuits 4, 8, and/or 18 damaged
(wiring, connectors).
● Pin circuits 4, 8, and/or 18 routed near
noisy electrical signal (coils, alternator).
● Intermittent 5 volt source from ECU
(pin circuit 18).
ECU/Harness Related

EFI SYSTEM-BOSCH
Code 31 Code 32
Component: Fuel Mixture or Oxygen Sensor Component: Oxygen Sensor
Fault: System too lean. Oxygen sensor not Fault: No change in sensor output signal.
sending expected voltage to ECU. Condition: Open loop operation only, may cause
Condition: System operates under “open loop” a drop in system performance and fuel
control only. Until fault is detected and efficiency.
registered by ECU, engine will run rich Conclusion: Engine Wiring Harness Related
if oxygen sensor is shorted to ground
or lean if it is shorted to battery voltage. ● Pin circuit wiring or connectors.
After fault is detected, performance can Pin 10 for “35 Pin” (MA 1.7)
vary, depending on cause. If performance Metal-Cased ECU.
is pretty good, problem is probably with Pin 11 for “24 Pin” (MSE 1.0)
the oxygen sensor, wiring, or connectors. Plastic-Cased ECU.
If engine is still running rich (laboring,
short on power) or lean (popping or Pin 20 for “32 Pin” (MSE 1.1)
misfiring), fuel mixture is suspect, Plastic-Cased ECU.
probably incorrect TPS initialization or
low fuel pressure. Oxygen Sensor Related
Conclusion: TPS Initialization Incorrect
● Lean condition (check oxygen sensor ● Sensor contaminated or damaged.
signal with VOA and see Oxygen ● Sensor below minimum operating
Sensor section). temperature (375°C, 709°F).
● Poor ground path from sensor to
Engine Wiring Harness Related engine (sensor grounds through shell,
see Oxygen Sensor section).
Pin 10 for “35 Pin” (MA 1.7) Metal-
Cased ECU.
Pin 11 for “24 Pin” (MSE 1.0)
Plastic-Cased ECU.
Plastic-Cased ECU.
Low Fuel Pressure
Oxygen Sensor Related

● Exhaust leak.
● Poor ground path to engine (sensor is
case grounded).
Poor system ground from ECU to engine,

causing rich running while indicating lean.

EFI SYSTEM-BOSCH
Code 33 Code 34
Component: Oxygen Sensor/Fuel System Component: Oxygen Sensor/Fuel System
Fault: System too rich. Temporary fuel Components
adaptation control is at upper limit. Fault: Long term fuel adaptation control is at
Condition: Fuel Supply Related (nothing lean–only upper or lower limit.
rich) Condition: System operates closed loop. No
● Restricted return line causing appreciable performance loss as long
excessive fuel pressure. as temporary adaptation can provide
● Fuel inlet screen plugged (in-tank fuel sufficient compensation.
pump only). Conclusion: Oxygen Sensor Related
● Incorrect fuel pressure at fuel rail. ● Sensor connector or wiring problem.
Oxygen Sensor Related ● Exhaust leak.
● Poor ground path.
● Sensor connector or wiring problem. ● Pin circuit wiring or connectors.
● Sensor contaminated or damaged. Pin 10 for “35 Pin” (MA 1.7)
● Exhaust leak. Metal-Cased ECU.
● Poor ground path. Pin 11 for “24 Pin” (MSE 1.0)
● Pin circuit wiring or connectors. Plastic-Cased ECU.
Pin 10 for “35 Pin” (MA 1.7) Pin 20 for “32 Pin” (MSE 1.1)
Metal-Cased ECU. Plastic-Cased ECU.
Plastic-Cased ECU.
Pin 20 for “32 Pin” (MSE 1.1) TPS Sensor Related
Plastic-Cased ECU. ● Throttle plate position incorrect during
Initialization procedure.
TPS Sensor Related ● TPS problem or malfunction.
● Throttle plate position incorrectly set or
registered during Initialization. Engine Wiring Harness Related
● TPS problem or malfunction. ● Difference in voltage between sensed
voltage (pin circuit 17 for metal-cased
Engine Wiring Harness Related ECU, pin circuit 2 for plastic-cased
ECU) and actual injector voltage
● Difference in voltage between sensed (circuit 45/45A).
voltage (pin circuit 17 for metal-cased ● Problem in wiring harness.
ECU, pin circuit 2 for plastic-cased ● ECU-to-harness connection problem.
ECU) and actual injector voltage
(circuit 45/45A).
Systems Related Systems Related
● Ignition (spark plug, plug wire, ignition ● Ignition (spark plug, plug wire, ignition
coil. coil.
● Fuel (fuel type/quality, injector, fuel ● Fuel (fuel type/quality, injector, fuel
pump, fuel pressure. pressure, fuel pump).
● Combustion air (air cleaner dirty/ ● Combustion air (air cleaner dirty/
restricted, intake leak, throttle bores). restricted, intake leak, throttle bores).
● Base engine problem (rings, valves). ● Base engine problem (rings, valves).
● Exhaust system leak. ● Exhaust system leak (muffler, flange,
● Fuel in crankcase oil. oxygen sensor mounting boss, etc.).
● Blocked or restricted fuel return circuit ● Fuel in crankcase oil.
to tank. ● Altitude.
● Blocked or restricted fuel return circuit
to tank.
ECU/Harness Related

EFI SYSTEM-BOSCH
Code 42 Code 43 and 44 "32 Pin" (MSE 1.1) Plastic-Cased

Component: Engine (Oil) Temperature Sensor ECU only.
Fault: Not sending proper signal to ECU. Component: TPS “Auto-Learn” initialization function
failed, throttle angle out of learning range.
Condition: Engine may be hard to start because
ECU can’t determine correct fuel mixture. Fault: While performing tTPS “Auto-Learn”
function, measured throttle angle was not
Conclusion: Temperature Sensor Related. within acceptable limits.
● Sensor wiring or connection. Condition: MIL illuminated. Engine will continue to
Engine Wiring Harness Related run but not properly. Upon restart TPS
“35 Pin” (MA 1.7) Metal-Cased ECU: Auto-Learn function will run again unless
● Pin circuits 14 and/or 27A damaged voltage to ECU disconnected to clear
(wires, connectors) or routed near memory.
noisy signal (coils, alternator, etc.).
● ECU-to-harness connection problem. Conclusion: TPS Related
● TPS rotated on throttle shaft assembly
Engine Wiring Harness Related beyond allowable range.
“24 Pin” (MSE 1.0) Plastic-Cased ECU: ● TPS bad.
● Pin circuits 4, 6 and/or 4A damaged Engine Wiring Harness Related
(wires, connectors) or routed near
noisy signal (coils, alternator, etc.). ● Broken or shorted wire in harness.
● ECU-to-harness connection problem. ECU pin 18 to TPS pin 1.
ECU pin 4 to TPS pin 2.
ECU pin 8 to TPS pin 3.
Engine Wiring Harness Related Throttle Body Related
● Throttle shaft inside TPS worn, broken,
● Pin circuits 4, 6 and/or (4A) damaged or damaged.
(wires, connectors) or routed near ● Throttle plate loose or misaligned.
noisy signal (coils, alternator, etc.). ● Throttle plate bent or damaged
● ECU-to-harness connection problem. allowing extra airflow past, or restricting
movement.
System Related
● Engine is operating above 176°C ECU Related
(350°F) temperature sensor limit. ● Circuit providing voltage or ground to
TPS damaged.
● TPS signal input circuit damaged.

EFI SYSTEM-BOSCH
Code 51 "32 Pin" (MSE 1.1) Plastic-Cased ECU only. Code52 "32 Pin" (MSE 1.1) Plastic-Cased ECU only.
Component: Injector #1 circuit open, shorted to Component: Injector #2 circuit open, shorted to
ground, or shorted to battery. ground, or shorted to battery.
Fault: Injector #1 is not functioning because Fault: Injector #2 is not functioning because
the circuit is open, shorted to ground, or circuit is open, shorted to ground, or
shorted to battery. shorted to battery.
Condition: Engine will run very poorly with only one Condition: Engine will run very poorly with only one
cylinder functioning. cylinder functioning.
Conclusion: Injector Related Conclusion: Injector Related
● Injector coil shorted or opened. ● Injector coil shorted or opened.
● Broken or shorted wire in harness. ECU pin 15 to injector pin 2. ECU pin
ECU pin 14 to injector pin 2. ECU 28 to fuel pump relay pin 86. Note:
pin 28 to fuel pump relay pin 86. after key-off then key-on code 56
Note: after key-off then key-on code would be set also. Fuel pump relay pin
56 would be set also. Fuel pump 87 to injector pin 1.
relay pin 87 to injector pin 1. ● Opened main fuse F1.
● Open main fuse F1.
Fuel Pump Relay Related
Fuel Pump Relay Related
● Bad fuel pump relay.
● Bad fuel pump relay. Primary side functional, but pin 30
Primary side functional but pin 30 to to pin 87 remains open.
pin 87 remains open. Primary side Primary side pin 85 to pin 86 is
pin 85 to pin 86 is either open, or open or shorted during engine
shorted during engine operation. operation. Note: after key-off then
Note: after key-off then key-on code key-on code 56 would be set also.
56 would be set also.
ECU Related
ECU Related
● Circuit controlling injector #1 damaged. ● Circuit controlling fuel pump relay
● Circuit controlling fuel pump relay damaged.
damaged.
Code 55 "32 Pin" (MSE 1.1) Plastic-Cased ECU only.
Component: MIL (Diagnostic lamp) circuit open,
shorted to ground, or shorted to battery.
Fault: MIL is not functioning because circuit is
open, shorted to ground, or shorted to
battery.
Condition: Engine will run normally if no other errors
are present.
Conclusion: MIL (diagnostic lamp) Related
● MIL element opened or element
shorted to ground.
● Lamp missing.

ECU pin 29 to lamp open or
shorted.
Vehicle Wiring Harness Related

Power lead to MIL open or shorted.
ECU Related
● Circuit controlling lamp damaged.

EFI SYSTEM-BOSCH
Code 56 "32 Pin" (MSE 1.1) Plastic-Cased ECU only. “32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin circuits
Component: Fuel pump relay circuit open, shorted to 29 and 84.
ground, or shorted to battery. ● Ignition switch
Fault: Fuel pump, ignition coils, and fuel ● Permanent ECU power circuit problem
injectors will not function because fuel “35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuit 16.
pump relay circuit is either open, shorted “24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin circuit
to ground, or may be “on” continuously if 1.
shorted to battery.
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin circuit
Condition: Engine will not run, or fuel pump will 1.
continue to run when switch is off.
● Switched ECU power circuit problem
Conclusion: Fuel Pump Relay Related “35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuit 17.
● Bad fuel pump relay. “24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin circuit
Primary side open or shorted. 2.
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin circuit
Fuel Pump Related 2.
● Fuel pump open or shorted internally. ● ECU grounds
● ECU
Engine Wiring Harness Related Diagnostic Aid #2 “FAULT CODES” (Refer to detailed
● Fuel pump fuse F1 open. fault code listing before flow chart and servicing
● Broken or shorted wire in harness. information for respective components)
ECU pin 28 to fuel pump relay pin ● Code 21-Engine Speed Synchronization
86. ● Code 22-Throttle Position Sensor (TPS)
Ignition switch to fuel pump relay ● Code 23-Engine Control Unit (ECU)
pin 85. ● Code 31-Oxygen Sensor
● Code 32-Oxygen Sensor
ECU Related ● Code 33-Fuel System (temporary adaptation factor)
● Circuit controlling fuel pump relay ● Code 34-Fuel System (permanent adaptation factor)
damaged. ● Code 42-Engine (Oil) Temperature Sensor
● Code 43-TPS “Auto-Learn” Initialization Function
(Below Min. Limit), "32 Pin" (MSE 1.1) Plastic-Cased
Code 61 ECU only.
Component: ● Code 44-TPS “Auto-Learn” Initialization Function
Fault: (Above Max. Limit), "32 Pin" (MSE 1.1) Plastic-
Cased ECU only.
Condition: Denotes end of fault codes. If signaled ● Code 51-Injector 1, "32 Pin" (MSE 1.1) Plastic-
first, no other fault codes are present. Cased ECU only.
Conclusion: ● Code 52-Injector 2, "32 Pin" (MSE 1.1) Plastic-
Troubleshooting Flow Chart Cased ECU only.
Fow chart provides an alternative method of ● Code 55-MIL Light, "32 Pin" (MSE 1.1) Plastic-
troubleshooting EFI system. Chart will enable you to Cased ECU only.
review entire system in about 10-15 minutes. Using ● Code 56-Pump Relay, "32 Pin" (MSE 1.1) Plastic-
chart, accompanying diagnostic aids (listed after chart), Cased ECU only.
and any signaled fault codes, you should be able to ● Code 61-End of Fault/Blink Code Transmission.
quickly locate any problems within system.
Flow Chart Diagnostic Aids Diagnostic Aid #3 “RUN/ON” (MIL remains “on” while
Diagnostic Aid #1 "system power" (MIL does not engine is running)*
illuminate when key is turned ON).
Possible causes:
NOTE: MIL in Metal-Cased ECU systems is an LED.
MIL in Plastic-Cased ECU systems must be a ● Fault codes which turn on MIL when engine is running.
1/4 watt incandescent lamp. ● Code 21-Engine Speed Synchronization
● Code 22-Throttle Position Sensor (TPS)
Possible causes: ● Code 23-Engine Control Unit (ECU)
● Battery ● Code 31-Oxygen Sensor (shorted)
● Code 34-Fuel System (permanent adaptation at limit)
● Main system fuse ● Code 42-Engine (Oil) Temperature Sensor
● MIL light bulb burned out ● Code 43-TPS “Auto-Learn” Initialization Function
● MIL electrical circuit problem (Below Min. Limit), "32 Pin" (MSE 1.1) Plastic-
“35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuits Cased ECU only.
31 and 31A. ● Code 44-TPS “Auto-Learn” Initialization
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin circuits ● Function (Above Max. Limit) "32 Pin" (MSE 1.1)
19 and 84. Plastic-Cased ECU only.

EFI SYSTEM-BOSCH
● Code 51-Injector 1, "32 Pin" (MSE 1.1) Plastic- “32 Pin” (MSE 1.1) Plastic-Cased ECU: Circuits
Cased ECU only. 28,85, 30, and 87.
● Code 52-Injector 2, "32 Pin" (MSE 1.1) Plastic- ● Relay
Cased ECU only. ● ECU grounds
● Code 55-MIL Light, "32 Pin" (MSE 1.1) Plastic- ● ECU
Cased ECU only.
● Code 56-Pump Relay, "32 Pin" (MSE 1.1) Plastic- Diagnostic Aid #7 “IGNITION SYSTEM” (no spark)
Cased ECU only. Possible causes:
● MIL circuit grounded between light and ECU.
“35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuit 31. ● Spark plug
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin circuit ● Plug wire
19. ● Coil
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin circuit ● Coil circuit(s)
29. “35 Pin” (MA 1.7) Metal-Cased ECU: Circuits 1, 19,
40, 40A, 43, and relay.
● ECU “24 Pin” (MSE 1.0) Plastic-Cased ECU: Circuits 22,
23, 65, 66, 30, and relay.
Diagnostic Aid #4 SPEED SENSOR (MIL does not turn “32 Pin” (MSE 1.1) Plastic-Cased ECU: Circuits 30,
off during cranking). Indicates ECU is not receiving a 31, 65, 66, relay and relay circuit 30.
signal from speed sensor. ● ECU grounds
Possible causes: ● ECU
● Speed sensor
● Speed sensor circuit problem Diagnostic Aid #8 “FUEL SYSTEM-ELECTRICAL” (no
“35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuits 3 fuel delivery)
and 21. Possible causes:
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin circuits
9 and 10. ● No fuel
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin circuits ● Air in fuel rail
9 and 10. ● Fuel valve shut off
● Speed sensor/toothed wheel air gap ● Fuel filter/line plugged
● Toothed wheel ● Injector circuit(s)
● Flywheel key sheared “35 Pin” (MA 1.7) Metal-Cased ECU: Circuits 35,
● ECU 35A, 45, and 45A.
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Circuits 16,
17, 45, and 45A.
Diagnostic Aid #5 “FUEL PUMP” (fuel pump not turning “32 Pin” (MSE 1.1) Plastic-Cased ECU: Circuits
on) 14,15, and 45.
Possible causes: ● Injector
● Fuel pump fuse ● ECU grounds
● Fuel pump circuit problem ● ECU
“35 Pin” (MA 1.7) Metal-Cased ECU: Circuits 43, 44,
and relay. Diagnostic Aid #9 “FUEL SYSTEM” (fuel pressure)
Possible causes for low fuel system pressure:
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Circuits
30, 87, and relay. ● Low fuel
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Circuits 30, ● Fuel filter plugged
87, and relay. ● Fuel supply line plugged
● Fuel pump ● Fuel pump
Diagnostic Aid #6 “RELAY” (relay not operating) Possible causes for high fuel system pressure:
Possible causes: ● Pressure regulator
● Safety switches/circuit(s) problem ● Fuel return line plugged or restricted.
“35 Pin” (MA 1.7) Metal-Cased ECU: Circuits 41 and
41A. Diagnostic Aid #10 “BASIC ENGINE” (cranks but will
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Circuit 3. not run)
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Circuit 25.
● Relay circuit(s) problem Possible causes:
“35 Pin” (MA 1.7) Metal-Cased ECU: Circuits 28, 41, ● Refer to basic engine troubleshooting charts within
and 41A. Troubleshooting, Electronic Fuel Injection-ECH EFI,
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Circuits 18, and Electrical Systems.
85, 30, and 87.

EFI SYSTEM-BOSCH

Lubrication System
This engine uses a full pressure lubrication system which delivers oil under pressure to crankshaft, camshaft,
connecting rod bearing surfaces, and hydraulic valve lifters.
A high-efficiency gerotor oil pump maintains high oil flow and oil pressure, even at low speeds and high operating
temperatures. A pressure relief valve limits maximum pressure of system. Oil pan must be removed to service oil
pickup, pressure relief valve, and oil pump.
Lubrication Components
H
G
F E
D A
A Oil Filter B Back Side C Oil Cooler D Oil Drain Plug E Oil Fill Cap
F Oil Fill/Dipstick G Pressure Switch H Oil SentryTM
OIL RECOMMENDATIONS
Refer to Maintenance.
CHECK OIL LEVEL
NOTE: To prevent extensive engine wear or damage, never run engine with oil level below or above operating range
indicator on dipstick.
Ensure engine is cool. Clean oil fill/dipstick areas of any debris.
1. Remove dipstick; wipe oil off.
a. Push-on cap: reinsert dipstick into tube; press completely down.
or
b. Threaded cap: reinsert dipstick into tube; rest cap on tube, do not thread cap onto tube.
2. Remove dipstick; check oil level. Level should be at top of indicator on dipstick.
3. If oil is low on indicator, add oil up to top of indicator mark.
4. Reinstall and secure dipstick.

Lubrication System
CHANGE OIL AND FILTER Installation

Change oil while engine is warm. 1. Apply pipe sealant with Teflon® (Loctite® PST® 592™
1. Clean area around oil fill cap/dipstick and drain plug. Thread Sealant or equivalent) to threads of switch.
Remove drain plug and oil fill cap/dipstick. Allow oil 2. Install switch into tapped hole in breather cover.
to drain completely.
3. Torque switch to 4.5 N·m (40 in. lb.).
2. Clean area around oil filter. Place a container under
filter to catch any oil and remove filter. Wipe off Testing
mounting surface. Reinstall drain plug. Torque to 10
ft. lb. (13.6 N·m). Compressed air, a pressure regulator, pressure gauge,
and a continuity tester are required to test switch.
3. Place new filter in shallow pan with open end up. Fill
with new oil until oil reaches bottom of threads. Allow ECH Models:
2 minutes for oil to be absorbed by filter material. Normally Closed Switch
4. Apply a thin film of clean oil to rubber gasket on new 1. Connect continuity tester across blade terminal and
filter. metal case of switch. With 0 psi pressure applied to
5. Refer to instructions on oil filter for proper switch, tester should indicate continuity (switch
installation. closed).
6. Fill crankcase with new oil. Level should be at top of 2. Gradually increase pressure to switch. As pressure
indicator on dipstick. increases through range of 2.0/5.0 psi, tester should
indicate a change to no continuity (switch open).
7. Reinstall oil fill cap/dipstick and tighten securely. Switch should remain open as pressure is increased
8. Start engine; check for oil leaks. Stop engine; correct to 90 psi maximum.
leaks. Recheck oil level. 3. Gradually decrease pressure through range of
9. Dispose of used oil and filter in accordance with 2.0/5.0 psi. Tester should indicate a change to
local ordinances. continuity (switch closed) down to 0 psi.
OIL COOLER (if equipped) 4. Replace switch if it does not operate as specified.
1. Clean fins with a brush or compressed air. Normally Open Switch
2. Remove screws securing oil cooler and tilt to clean 1. Connect continuity tester across blade terminal and
back side. metal case of switch. With 0 psi pressure applied to
switch, tester should indicate no continuity (switch
3. Reinstall oil cooler and torque to 2.2 N·m (20 in. lb.). open).
OIL SENTRY™ (if equipped) 2. Gradually increase pressure to switch. As pressure
This switch is designed to prevent engine from starting increases through range of 2.0/5.0 psi, tester should
in a low oil or no oil condition. Oil Sentry™ may not shut indicate a change to continuity (switch closed).
down a running engine before damage occurs. In some Switch should remain closed as pressure is
applications this switch may activate a warning signal. increased to 90 psi maximum.
Read your equipment manuals for more information. 3. Gradually decrease pressure through range of
Oil Sentry™ pressure switch is installed in breather cover. 2.0/5.0 psi. Tester should indicate a change to no
On engines not equipped with Oil Sentry™ installation continuity (switch open) down to 0 psi.
hole is sealed with a 1/8-27 N.P.T.F. pipe plug. CH Models:
Pressure Switch PSI
12 099 04 2-6
24 099 03 2-5
25 099 27 2-5
28 099 01 2-6
48 099 07 12-16
52 099 08 7-11
52 099 09 7-11

Electrical System
SPARK PLUGS Inspection

CAUTION Inspect each spark plug as it is removed from cylinder
head. Deposits on tip are an indication of general
Electrical Shock can cause injury. condition of piston rings, valves, and carburetor.
Do not touch wires while engine is running. Normal and fouled plugs are shown in following photos:
Normal
Spark Plug Component and Details
A
B
Plug taken from an engine operating under normal

conditions will have light tan or gray colored deposits. If
center electrode is not worn, plug can be set to proper
gap and reused.
Worn
C D
A Wire Gauge B Spark Plug

C Ground Electrode D Gap
NOTE: Do not clean spark plug in a machine using
abrasive grit. Some grit could remain in spark
plug and enter engine causing extensive wear
and damage.
Engine misfire or starting problems are often caused On a worn plug, center electrode will be rounded and
by a spark plug that has improper gap or is in poor gap will be greater than specified gap. Replace a worn
condition. spark plug immediately.
Engine is equipped with following spark plugs: Wet Fouled
Gap 0.76 mm (0.03 in.)
Thread Size 14 mm
Reach 19.1 mm (3/4 in.)
Hex Size 15.9 mm (5/8 in.)
Refer to Maintenance for Repairs/Service Parts.
Service
Clean out spark plug recess. Remove plug and replace.
1. Check gap using wire feeler gauge. Adjust gap to
0.76 mm (0.03 in.).
A wet plug is caused by excess fuel or oil in combustion
2. Install plug into cylinder head. chamber. Excess fuel could be caused by a restricted air
3. Torque plug to 27 N·m (20 ft. lb.). cleaner, a carburetor problem, or operating engine with
too much choke. Oil in combustion chamber is usually
caused by a restricted air cleaner, a breather problem,
worn piston rings, or valve guides.

Electrical System
Carbon Fouled BATTERY

A 12-volt battery with 400 cold cranking amps (cca) is
generally recommended for starting in all conditions. A
smaller capacity battery is often sufficient if an
application is started only in warmer temperatures. Refer
to following table for minimum capacities based on
anticipated ambient temperatures. Actual cold cranking
requirement depends on engine size, application, and
starting temperatures. Cranking requirements increase
as temperatures decrease and battery capacity shrinks.
Refer to equipment's operating instructions for specific
battery requirements.
Battery Size Recommendations
Soft, sooty, black deposits indicate incomplete
combustion caused by a restricted air cleaner, over rich Temperature Battery Required
carburetion, weak ignition, or poor compression. Above 32°F (0°C) 200 cca minimum
Overheated
0°F to 32°F (-18°C to 0°C) 250 cca minimum
-5°F to 0°F (-21°C to -18°C) 300 cca minimum
-10°F (-23°C) or below 400 cca minimum
If battery charge is insufficient to turn over engine,
recharge battery.
Battery Maintenance
Regular maintenance is necessary to prolong battery
life.
Chalky, white deposits indicate very high combustion Battery Test

temperatures. This condition is usually accompanied To test battery, follow manufacturer's instructions.
by excessive gap erosion. Lean carburetor settings,
an intake air leak, or incorrect spark timing are normal
causes for high combustion temperatures.

Electrical System
BATTERY CHARGING SYSTEM

NOTE: Observe following guidelines to avoid damage to electrical system and components:
● Make sure battery polarity is correct. A negative (-) ground system is used.
● Disconnect rectifier-regulator plug and/or wiring harness plug before doing any electric welding on equipment
powered by engine. Also, disconnect all other electrical accessories in common ground with engine.
● Prevent stator (AC) leads from touching or shorting while engine is running. This could damage stator.
These engines are equipped with a 20 or 25 amp regulated charging system.

20/25 Amp Regulated Charging System
D
F
C
A
A Battery B Starter C Fuse D Rectifier-Regulator

Flywheel Stator
E Connector Block F Assembly
Stator
Stator is mounted on crankcase behind flywheel. Follow procedures in Disassembly/Inspection and Service and
Reassembly if stator replacement is necessary.
Rectifier-Regulator
NOTE: When installing rectifier-regulator, take note of terminal markings and install plug(s) accordingly.
NOTE: Disconnect all electrical connections attached to rectifier-regulator. Testing may be performed with rectifier-
regulator mounted or loose. Repeat applicable test procedure 2 or 3 times to determine condition of part.
Rectifier-regulator is mounted on blower housing. To replace, disconnect plug(s), remove mounting screws, and
ground wire or metal grounding strap.
Testing rectifier-regulator may be performed as follows, using appropriate rectifier-regulator tester.
To test 20/25 amp rectifier-regulators:
1. Connect tester ground lead (with spring clamp) to body of rectifier-regulator.
2. Connect red lead from tester to middle terminal labeled B+.
3. Connect black leads from tester to both outer AC terminals on rectifier-regulator.
4. Plug tester into proper AC outlet/power for tester being used. Turn on power switch. POWER light should be
illuminated and one of four status lights may be lit as well. This does not represent condition of part.
5. Press TEST button until a click is heard and then release. Momentarily one of four status lights will illuminate
indicating partial condition of part.

Electrical System
20/25 amp
OK (green) light comes on and stays steady. Disconnect tester black lead attached to 1 AC terminal
and reconnect it to other AC terminal. Repeat test. If OK
(green) light comes on again, part is good and may be
used.
NOTE: A flashing LOW light can also occur as a result of Rectifier-regulator is faulty and should not be used.
an inadequate ground lead connection. Make
certain connection location is clean and clamp is
secure.
Other lights come on.
20/25 Amp Battery Charging System Condition Conclusion
NOTE: Always zero ohmmeter on each scale before
testing to ensure accurate readings. Voltage Resistance is 0.064/0.2 Stator is OK.
tests should be made with engine running at ohms.
3600 RPM - no load. Battery must be good and Resistance is 0 ohms. Stator is shorted; replace.
fully charged. Resistance is infinity Stator is open; replace.
When problems occur in keeping battery charged or ohms.
battery charges at too high a rate, problem can usually 4. With engine stopped, measure resistance from each
be found somewhere in charging system or with battery. stator lead to ground using an ohmmeter.
To test charging system for no charge to battery:
1. Insert an ammeter in B+ lead from rectifier-regulator.
With engine running at 3600 RPM and B+ (at Resistance is infinity ohms Stator is OK (not shorted
terminal on rectifier-regulator) to ground using a DC (no continuity). to ground).
voltmeter. Resistance (or continuity) Stator leads are shorted to
measured. ground; replace.
If voltage is 13.8 volts or more, place a minimum
load of 5 amps (turn on lights if 60 watts or more, or To test charging system for battery continuously charging
place a 2.5 ohm, 100 watt resistor across battery at high rate:
terminals) on battery to reduce voltage. Observe 1. With engine running at 3600 RPM, measure voltage
ammeter. from B+ lead to ground using a DC voltmeter.
Condition Conclusion Condition Conclusion
Charge rate increases Charging system is OK Voltage is 14.7 volts or Charging system is OK.
when load is applied. and battery was fully less. Battery is unable to hold
charged. charge; service or replace.
Charge rate does not Test stator and rectifier- Voltage is more than 14.7 Faulty rectifier-regulator;
increase when load is regulator (steps 2 and 3). volts. replace.
applied.
2. Remove connector from rectifier-regulator. With
engine running at 3600 RPM, measure AC voltage
across stator leads using an AC voltmeter.
Voltage is 28 volts or Stator is OK. Rectifier-
more. regulator is faulty; replace.
Voltage is less than 28 Stator is faulty; replace.
volts. Test stator further using an
ohmmeter (steps 3 and 4).
3. With engine stopped, measure resistance across
stator leads using an ohmmeter.

Electrical System
FUSES
This engine has 3 blade type automotive fuses.
Replacement fuses must have same rating as blown
fuse. Use fuse chart below to determine correct fuse.
Wire Color Fuse Rating
2 Purple Wires 30-amp Fuse
1 Red Wire w/ Black Stripe 10-amp Fuse
1 Red Wire w/ White Stripe
2 Red Wires 10-amp Fuse
Fuse Replacement
1. Shut engine off and remove key.
2. Locate fuse holders.
3. Remove fuse cover and pull out fuse.
4. Inspect fuse for a solid fusible link or a broken
fusible link. Replace fuse if fusible link is broken. If
you are not sure if fusible link is broken, replace
fuse.
5. Insert fuse into fuse holder until it is seated properly.
Install fuse cover.

Starter System
NOTE: Do not crank engine continuously for more than 10 seconds. Allow a 60 second cool down period between
starting attempts. Failure to follow these guidelines can burn out starter motor.
NOTE: If engine develops sufficient speed to disengage starter but does not keep running (a false start), engine
rotation must be allowed to come to a complete stop before attempting to restart engine. If starter is engaged
while flywheel is rotating, starter pinion and flywheel ring gear may clash and damage starter.
NOTE: If starter does not crank engine, shut off starter immediately. Do not make further attempts to start engine until
condition is corrected.
NOTE: Do not drop starter or strike starter frame. Doing so can damage starter.
Engines in this series use solenoid shift starters.
Troubleshooting-Starting Difficulties
Condition Possible Cause Conclusion
Starter does not energize. Battery Check specific gravity of battery. If low, recharge or replace
battery as necessary.
Wiring Clean corroded connections and tighten loose connections.
Replace wires in poor condition and with frayed or broken
insulation.
Starter Switch By-pass switch or solenoid with a jumper wire. If starter cranks
or Solenoid normally, replace faulty components. Remove and perform
individual solenoid test procedure.
Starter energizes but turns Battery Check specific gravity of battery. If low, recharge or replace
slowly. battery as necessary.
Brushes Check for excessively dirty or worn brushes and commutator.
Clean using a coarse cloth (not emery cloth).
Replace brushes if excessively or unevenly worn.
Transmission Make sure clutch or transmission is disengaged or placed
or in neutral. This is especially important on equipment with
Engine hydrostatic drive. Transmission must be exactly in neutral to
prevent resistance which could keep engine from starting.
Check for seized engine components such as bearings,
connecting rod, and piston.

Starter System
SOLENOID SHIFT ELECTRIC STARTERS Starter Disassembly

Solenoid Shift Starter Components NOTE: Do not reuse old retainer.
NOTE: Do not soak armature or use solvent when
H I cleaning. Wipe clean using a soft cloth, or use
compressed air.
J 1. Remove nut and disconnect positive (+) brush lead/
bracket from solenoid terminal.
G
K 2. Remove screws securing solenoid to starter.
F 3. Remove retaining ring from armature shaft using
L either a retaining ring pliers or snap ring removal
E tool, as described in Steps 4, and 5. Do not reuse
D M old retainer.
4. Remove thru (larger) bolts.
N
5. Remove commutator end plate assembly, containing
C brush holder, brushes, springs, and locking caps.
O Remove thrust washer from inside commutator end.
6. Remove frame from armature and drive end cap.
7. Remove rubber grommet and backing plate from
end cap.
P
8. Take out drive lever and pull armature out of drive
end cap.
Q 9. Remove thrust washer from armature shaft.
B
10. Push stop collar down to expose retaining ring.
R 11. Remove retainer from armature shaft. Save stop
collar.
S 12. Remove drive pinion assembly from armature.
13. Clean parts as required.
A T
Inspection
Check drive pinion and inspect following areas:
U
● Pinion teeth for abnormal wear or damage.
● Surface between pinion and clutch mechanism for
A Tube B Washer nicks or irregularities which could cause seal damage.
C Armature D Drive ● Check drive clutch by holding clutch housing and
E Stop F Retaining Ring rotating pinion. Pinion should rotate in only 1 direction.
G Collar H Drive End Cap Brushes and Springs
I Screw J Plunger Detail
K Spring L Lever
M Plate N Plug
O Solenoid P Frame and Field
Q Brush Holder R Nut A
Commutator End Screw
S T
Plate
U Bolt
When power is applied to starter, armature rotates. As
armature rotates, drive pinion moves out on drive shaft
splines and into mesh with flywheel ring gear. When
pinion reaches end of drive shaft, it rotates flywheel and
cranks engine.
When engine starts, flywheel rotates faster than starter A Wear Limit Length
armature and drive pinion. This moves drive pinion out Inspect both springs and brushes for wear, fatigue, or
of mesh with ring gear and into retracted position. When damage. Measure length of each brush. Minimum length
power is removed from starter, armature stops rotating for each brush is 7.6 mm (0.300 in.). Replace brushes if
and drive pinion is held in retracted position by anti-drift they are worn, undersize, or condition is questionable.
spring.

Starter System
Armature Starter Reassembly

Components and Details
NOTE: Always use a new retainer. Do not reuse old
A retainers that have been removed.
NOTE: Correctly installed, center pivot section of drive
lever will be flush or below machined surface of
housing.
1. Apply drive lubricant to armature shaft splines. Install
drive pinion onto armature shaft.
B 2. Install and assemble stop collar/retainer assembly.
A Commutator O.D. B Mica Insulation a. Install stop collar down onto armature shaft with
counter bore (recess) up.
b. Install a new retainer in larger (rear) groove of
armature shaft. Squeeze with a pliers to
compress it in groove.
C c. Slide stop collar up and lock it into place, so
recess surrounds retainer in groove. If necessary,
rotate pinion outward on armature splines against
retainer to help seat collar around retainer.
3. Install offset thrust (stop) washer so smaller offset of
E washer faces retainer/collar.
D
4. Apply a small amount of oil to bearing in drive end
cap, and install armature with drive pinion.
C Insulation Check D Armature Coil 5. Lubricate fork end and center pivot of drive lever
E Continuity Check with drive lubricant. Position fork end into space
1. Clean and inspect commutator (outer surface). Mica between captured washer and rear of pinion.
insulation must be lower than commutator bars 6. Slide armature into drive end cap and at same time
(undercut) to ensure proper operation of seat drive lever into housing.
commutator. 7. Install rubber grommet into matching recess of drive
2. Use an ohmmeter set to Rx1 scale. Touch probes end cap. Molded recesses in grommet should be
between 2 different segments of commutator, and out, matching and aligned with those in end cap.
check for continuity. Test all segments. Continuity 8. Install frame, with small notch forward, onto
must exist between all or armature is bad. armature and drive end cap. Align notch with
3. Check for continuity between armature coil corresponding section in rubber grommet. Install
segments and commutator segments. There should drain tube in rear cutout, if it was removed
be no continuity. If continuity exists between any 2 previously.
armature is bad. 9. Install flat thrust washer onto commutator end of
4. Check armature windings/insulation for shorting. armature shaft.
Shift Fork 10. Starter reassembly when replacing brushes/brush
Check that shift fork is complete, and pivot and contact holder assembly:
areas are not excessively worn, cracked, or broken. a. Hold starter assembly vertically on end housing,
and carefully position assembled brush holder
Brush Replacement assembly, with supplied protective tube, against
4 brushes and springs are serviced as a set. Use a new end of commutator/armature. Mounting screw
Kohler brush and spring kit if replacement is necessary. holes in metal clips must be up/out. Slide brush
1. Perform steps 1-5 in Starter Disassembly. holder assembly down into place around
commutator, and install positive (+) brush lead
2. Remove screws securing brush holder assembly to grommet in cutout of frame. Protective tube may
end cap (plate). Note orientation for reassembly later. be saved and used for future servicing.
Discard old brush holder assembly.
Starter reassembly when not replacing brushes/
3. Clean component parts as required. brush holder assembly:
New brushes and springs come preassembled in a a. Carefully unhook retaining caps from brush
brush holder with a protective sleeve that will also assemblies. Do not lose springs.
serve as an installation tool.
4. Perform steps 10-13 in Starter Reassembly
sequence. If starter has been disassembled,
installation must be done after armature, drive lever,
and frame are installed.

Starter System
b. Position brushes back in their slots so they are flush with I.D. of brush holder assembly. Insert brush
installation tool (with extension), or use tube described above from a prior brush installation, through brush
holder assembly, so holes in metal mounting clips are up/out.
c. Install brush springs and snap on retainer caps.
d. Hold starter assembly vertically on end housing, and carefully place tool (with extension) and assembled
original brush holder assembly onto end of armature shaft. Slide brush holder assembly down into place
around commutator, install positive (+) brush lead grommet in cutout of frame.
11. Install end cap onto armature and frame, aligning thin raised rib in end cap with corresponding slot in grommet of
positive (+) brush lead.
12. Install thru bolts and brush holder mounting screws. Torque bolts to 5.6-9.0 N·m (49-79 in. lb.) and brush holder
mounting screws to 2.5-3.3 N·m (22-29 in. lb.).
13. Hook plunger behind upper end of drive lever and install spring into solenoid. Insert mounting screws through
holes in drive end cap. Use these to hold solenoid gasket in position, then mount solenoid. Torque screws to
4.0-6.0 N·m (35-53 in. lb.).
14. Connect positive (+) brush lead/bracket to solenoid and secure with nut. Torque nut to 8-11 N·m (71-97 in. lb.). Do
not overtighten.
Solenoid Tests
NOTE: DO NOT leave 12 volt test leads connected to solenoid for any time over what is necessary for performing
each of individual tests. Internal damage to solenoid may occur.
Disconnect all leads from solenoid including positive brush lead attached to lower stud terminal. Remove mounting
hardware and separate solenoid from starter for testing.
To test solenoid pull-in coil/plunger:
Actuation
1. Use a 12 volt power supply and 2 test leads.
2. Connect 1 lead to flat spade S/start terminal on solenoid. Momentarily connect other lead to lower large post
terminal.
When connection is made solenoid should energize (audible click) and plunger retract. Repeat test several times.
Continuity
1. Use an ohmmeter set to audible or Rx2K scale, and connect 2 ohmmeter leads to 2 large post terminals.
2. Perform solenoid pull-in coil/plunger actuation test and check for continuity. Ohmmeter should indicate continuity.
Repeat test several times.
To test solenoid hold-in coil:
Function
1. Connect a 12 volt test lead to flat spade S/start terminal on solenoid and other lead to body or mounting surface
of solenoid.
2. Manually push plunger IN and check if coil holds plunger retracted. Do not allow test leads to remain connected to
solenoid for a prolonged period of time.
Continuity
1. Use an ohmmeter set to audible or Rx2K scale, and connect 2 ohmmeter leads to 2 large post terminals.
2. Perform preceding solenoid hold-in coil function test and check for continuity. Meter should indicate continuity.
Repeat test several times.
Solenoid fails to activate. Replace solenoid.
No continuity is indicated.
Plunger fails to stay retracted.

Disassembly/Inspection and Service
WARNING
Before working on engine or equipment, disable engine as
Accidental Starts can cause severe injury or follows: 1) Disconnect spark plug lead(s). 2) Disconnect
death. negative (–) battery cable from battery.
Disconnect and ground spark plug lead(s)
before servicing.
External Engine Components
C F
D E
A
B
A Debris Screen B Blower Housing C Outer Baffle D Breather Cover

Oil Temperature
E Oil Sentry™ F G Inner Baffle
Sensor

Clean all parts thoroughly as engine is disassembled. Remove Throttle Control Panel
Only clean parts can be accurately inspected
and gauged for wear or damage. There are many 1. Disconnect throttle control cable.
commercially available cleaners that will quickly remove 2. Remove screws securing throttle control panel and
grease, oil, and grime from engine parts. When such a remove panel from blower housing.
cleaner is used, follow manufacturer’s instructions and
safety precautions carefully.
Make sure all traces of cleaner are removed before
engine is reassembled and placed into operation. Even
small amounts of these cleaners can quickly break down
lubricating properties of engine oil.
Disconnect Spark Plug Leads
NOTE: Pull on boot only, to prevent damage to spark
plug lead.
Disconnect leads from spark plugs.
Drain Oil from Crankcase and Remove Oil Filter
NOTE: Some models are equipped with an oil drain
valve.
1. Remove oil fill cap, dipstick, and 1 oil drain plug.
2. Allow ample time for oil to drain from crankcase and
oil filter.
3. Remove and discard oil filter.
Remove Oil Cooler
1. Use an 8 mm Allen wrench to remove oil filter
threaded nipple.
2. Separate filter adapter from closure plate, leaving oil
lines attached. Remove screws mounting oil cooler
to blower housing, then remove cooler, lines, and
filter adapter as an assembly.
Remove Muffler
1. Remove exhaust system and attaching hardware
from engine. On engines equipped with a port liner,
remove it now.
2. Remove oxygen sensor and disconnect connector
from wire harness.
Remove Air Cleaner Assembly
Heavy Duty Air Cleaner
1. Remove nuts securing air cleaner assembly to
throttle body.
2. Remove screws securing air cleaner assembly to air
cleaner bracket and remove air cleaner assembly.
Low-Profile Air Cleaner (Optional)
1. Loosen retaining knob and remove cover.
2. Remove wing nut from element cover.
3. Remove element cover, air cleaner element with
precleaner, and stud seal.
4. Remove nuts.
5. Remove screws securing base and then remove
base.

External Governor Control (ECH EFI)
B
A
C B
F D
F C
E
A G
H
Speed Control Cable Clamp Throttle Actuator

A Bracket B C Screw D Lever (bottom)
Throttle Control Lever

E Spring Washer F G Flat Washer H Nut
(top)
I Return Spring
Remove External Governor Controls

1. Disconnect governor spring attaching governor lever to throttle actuator lever.
2. Disconnect throttle linkage spring. Remove throttle linkage bushing and throttle linkage from governor lever.
5. Loosen nut and remove governor lever from cross shaft.


Explosive Fuel can cause fires and severe containers, in well ventilated, unoccupied buildings,
burns. away from sparks or flames. Spilled fuel could ignite
Do not fill fuel tank while engine is hot or if it comes in contact with hot parts or sparks from
running. ignition. Never use gasoline as a cleaning agent.
Fuel Pump
Remove Lift Fuel Pump and Fuel Pump Module
C
B
G
D
F
G
Outlet to Fuel Pump

A Pulse Pump B Inlet Hose C D Pulse Hose
Module
Fuel Pump Module High Pressure Fuel
E Electrical Connector F Fuel Pump Module G H
Baffle Line Connector
I Oetiker Clamp
2. Fuel pump will be removed with valve cover. Refer to
Remove Lift Fuel Pump and Fuel Pump Module valve cover removal procedure.
Pulse Style Pumps
1. Disconnect fuel line at in-line fuel filter on tank to Remove Fuel Pump Module (ECH EFI)
pulse pump line. 1. Remove screws securing fuel pump module.
2. Disconnect pulse (vacuum) line from crankcase. 2. Using a side cutter or similar tool, cut Oetiker clamp
3. Remove screws securing fuel pump to bracket on to remove inlet fuel line. A new Oetiker clamp will
blower housing. need to be used for reassembly.
4. Note or mark orientation of fuel pump, then remove 3. Disconnect yellow electrical connector by pulling up
fuel pump with lines attached. on grey tab to release.
Mechanical Style Pumps 4. Wrap a shop towel completely around high pressure
Mechanical style fuel pump is part of valve cover fuel line connector.
assembly.
1. Disconnect fuel lines at pump outlet and in-line fuel
filter.

5. Press release button(s) and slowly pull connector 1. Remove socket head cap screws securing metal
away from fuel pump module, allowing shop towel to grass screen and remove screen.
absorb any residual fuel in high pressure fuel line. 2. Remove spacers, paying attention to curvature of
Any spilled fuel must be completely wiped up spring washers between spacers and fan.
immediately.
3. If there is a plastic grass screen attached to fan,
6. Disconnect vent hose from top of fuel pump module. remove screws securing grass screen. Removing
7. Remove screws securing fuel pump module baffle screen will expose screws fastening fan to flywheel.
which pump was mounted to.
Remove Outer Baffles and Blower Housing
Remove Throttle Body NOTE: Some engines may have 2 fuses mounted to a
1. Disconnect breather tube from throttle body. bracket above ECU, and a third in-line fuse by
2. Disconnect intake air temperature sensor from rectifier-regulator.
throttle body. 1. Disconnect plug from rectifier-regulator.
3. Disconnect throttle position sensor connector. 2. Remove silver plated rectifier-regulator ground strap
4. Disconnect vent hose from throttle body. screw fastened to crankcase. Rectifier-regulator
does not have to be detached from blower housing.
5. Slide throttle body off intake manifold.
3. Disconnect 3 fuse connectors on outer baffle and
ECU (ECH EFI) allow them to hang.
Remove Electronic Control Unit (ECU) 4. Remove screws securing outer baffles. Note location
of any lifting strap and position of short screws for
reassembly. Coil and any hoses may remain
attached to baffle after being unplugged or
disconnected.
5. Remove outer baffles.
6. Remove remaining screws securing blower housing.
Remove blower housing.
Remove Oil Sentry™
NOTE: This is optional. Removing Oil Sentry™ is not
C required to remove breather cover.
1. Disconnect lead from Oil Sentry™ switch.
2. Remove Oil Sentry™ switch from breather cover.
B
Remove Oil Temperature Sensor
NOTE: Unless oil temperature sensor is damaged or
A malfunctioning, disassembly from breather cover
is unnecessary.
1. Disconnect lead from oil temperature sensor.
2. Remove oil temperature sensor from breather cover.
3. Remove breather hose from breather cover.
Electronic Control ECU Bracket Remove Inner Baffles and Breather Cover
A B
Unit (ECU)
1. Remove screws securing inner baffles to crankcase.
C Starter 2. Remove inner (valley) baffles.
1. Remove screws securing ECU to bracket. 3. Remove remaining screws from breather cover.
2. Disconnect Black and Grey electrical connectors 4. Pry under protruding edge of breather cover with a
from ECU. screwdriver to break gasket seal. Do not pry on
sealing surfaces as it could cause damage resulting
Remove Electronic Control Unit Bracket and in leaks.
Electric Starter Motor
5. Remove breather cover and gasket.
1. Disconnect leads from starter.
2. Remove screws.
Remove Debris Screen
NOTE: Fan will be loose, but cannot be removed until
after blower housing is removed.

Cylinder Head Components
P C A
G D B
H
I
L
J
N K
O M
A Valve Cover B Valve Cover Gasket C Hex Flange Screw D Rocker Arm Piviot
E Rocker Arm F Push Rod G Hydraulic Lifter H Valve Cap
Valve Spring
I Valve Keeper J Valve Spring K Valve Seal L Retainer
Cylinder Head
M Cylinder Head N O Valve P Dowel Pin
Gasket
Remove Valve Covers (ECH EFI) Remove Manifold Absolute Pressure (MAP) Sensor
1. Remove screws securing each valve cover. Note (ECH EFI)
valve cover differences for proper location in 1. With a screwdriver, slide locking tab on electrical
reassembly. Ensure any brackets removed are connector.
reassembled in same location. 2. Detach connector.
2. Covers should lift off without prying. 3. Remove screw and pull MAP sensor out of intake
Remove Crankshaft Position Sensor manifold.
1. Remove screws securing crankshaft position sensor Remove Fuel Injectors (ECH EFI)
bracket. 1. Disconnect electrical connector.
2. Disconnect electrical connector to crankshaft 2. Remove screw and pull injector out of intake
position sensor. manifold for each injector.

3. When removed, pull metal retaining clip connecting fuel injector to fuel injector cap. There may be some fuel left in
line. Any spilled fuel must be cleaned up immediately.
Remove Intake Manifold
1. Remove screw securing a ring terminal which is part of wiring harness.
2. Remove screws securing intake manifold to cylinder heads. Note which screws hold wiring clamp.
3. Unclasp wiring harness from clip using a screwdriver.
4. Remove intake manifold and intake manifold gaskets.
5. Leave wiring harness attached to manifold.
Remove Spark Plugs
Remove spark plug from each cylinder head.
Remove Cylinder Heads and Hydraulic Lifters
NOTE: Cylinder heads are retained using either screws or nuts and washers on studs. Do not interchange or mix
components.
1. Remove screws or nuts and washers securing each cylinder head. Discard screws or nuts and washers once
removed. Do not reuse. Studs (if present) should only be removed if damaged or if cylinder reconditioning is
necessary. Once removed, they must be replaced.
2. Mark location of push rods as either intake or exhaust and cylinder 1 or 2. Push rods should always be reinstalled
in same positions.
3. Carefully remove push rods, cylinder heads, and head gaskets.
4. Remove lifters from lifter bores. Use a hydraulic lifter tool. Do not use a magnet to remove lifters. Mark lifters by
location, as either intake or exhaust, and cylinder 1 or 2. Hydraulic lifters should always be reinstalled in same
position.
Inspection
Check base surface of hydraulic lifters for wear or damage. If lifters need to be replaced, apply a liberal coating of
Kohler lubricant (see Tools and Aids) to base of each new lifter before it is installed.
Bleeding Lifters
To prevent a possible bent push rod or broken rocker arm, it is important to bleed any excess oil out of lifters before
they are installed.
1. Cut a 50-75 mm (2-3 in.) piece from end of an old push rod and chuck it in a drill press.
2. Lay a rag or shop towel on table of drill press and place lifter, open end up, on towel.
3. Lower chucked push rod until it contacts plunger in lifter. Slowly pump plunger 2 or 3 times to force oil out of feed
hole in side of lifter.
Disassemble Cylinder Heads
NOTE: These engines use valve stem seals on intake and exhaust valves. Use a new seal whenever valve is
removed or if seal is deteriorated or damaged in any way. Never reuse an old seal.
1. Remove screws, rocker arm pivots and rocker arms from cylinder head.
2. Compress valve springs using a valve spring compressor.
3. Once valve spring is compressed, remove valve spring keepers, then remove following items.
● Valve spring retainers
● Valve springs
● Valve spring caps
● Intake and exhaust valve (mark position)
● Valve stem and seals (intake and exhaust)
4. Repeat above procedure for other cylinder head. Do not interchange parts from 1 cylinder head to other.

Inspection and Service

Valve Details
J
I
F F
E C B A E
G D K G
A
H H
L
D
B A
Dimension Intake Exhaust

A Seat Angle 89° 89°
B Insert O.D. 36.987/37.013 mm (1.4562/1.4572 in.) 32.987/33.013 mm (1.2987/1.2997 in.)
C Guide Depth 4 mm (0.1575 in.) 4 mm (0.1575 in.)
D Guide I.D. 7.038/7.058 mm (0.2771/0.2779 in.) 7.038/7.058 mm (0.2771/0.2779 in.)
E Valve Head Diameter 33.37/33.63 mm (1.3138/1.3240 in.) 29.37/29.63 mm (1.1563/1.1665 in.)
F Valve Face Angle 45° 45°
G Valve Margin (Min.) 1.5 mm (0.0591 in.) 6.982/7.000 mm 1.5 mm (0.0591 in.)
H Valve Stem Diameter (0.2749/0.2756 in.) 6.970/6.988 mm (0.2744/0.2751 in.)
I Exhaust Valve
J Intake Valve
K Exhaust Insert
L Intake Insert
After cleaning, check flatness of cylinder head and corresponding top surface of crankcase, using a surface plate or
piece of glass and feeler gauge. Maximum allowable out of flatness is 0.076 mm (0.003 in.).
Carefully inspect valve mechanism parts. Inspect valve springs and related hardware for excessive wear or distortion.
Check valves and valve seat area or inserts for evidence of deep pitting, cracks, or distortion. Check clearance of
valve stems in guides. See valve details and specifications.
Hard starting or loss of power accompanied by high fuel consumption may be symptoms of faulty valves. Although
these symptoms could also be attributed to worn rings, remove and check valves first. After removal, clean valve
heads, faces, and stems with a power wire brush. Then, carefully inspect each valve for defects such as a warped
head, excessive corrosion, or a worn stem end. Replace valves found to be in bad condition.
Valve Guides
If a valve guide is worn beyond specifications, it will not guide valve in a straight line. This may result in burnt valve
faces or seats, loss of compression, and excessive oil consumption.
To check valve guide-to-valve stem clearance, thoroughly clean valve guide and, using a split-ball gauge, measure
inside diameter of guide. Then, using an outside micrometer, measure diameter of valve stem at several points on
stem where it moves in valve guide. Use largest stem diameter to calculate clearance by subtracting stem diameter
from guide diameter. If intake clearance exceeds 0.038/0.076 mm (0.0015/0.0030 in.) or exhaust clearance exceeds
0.050/0.088 mm (0.0020/0.0035 in.), determine whether valve stem or guide is responsible for excessive clearance.
Maximum (I.D.) wear on intake valve guide is 7.134 mm (0.2809 in.) while 7.159 mm (0.2819 in.) is maximum allowed
on exhaust guide. Guides are not removable but can be reamed 0.25 mm (0.010 in.) oversize. Valves with 0.25 mm
oversize stems must then be used.

If guides are within limits but valve stems are worn beyond limits, install new valves.
Valve Seat Inserts
Hardened steel alloy intake and exhaust valve seat inserts are press fitted into cylinder head. Inserts are not
replaceable but can be reconditioned if not too badly pitted or distorted. If cracked or badly warped, cylinder head
should be replaced.
Recondition valve seat inserts following instructions provided with valve seat cutter being used. Final cut should
be made with an 89° cutter as specified for valve seat angle. Cutting proper 45° valve face angle as specified, and
proper valve seat angle (44.5°, half of full 89° angle), will achieve desired 0.5° (1.0° full cut) interference angle where
maximum pressure occurs on outside diameters of valve face and seat.
Lapping Valves
Reground or new valves must be lapped in, to provide proper fit. Use a hand valve grinder with a suction cup for final
lapping. Lightly coat valve face with a fine grade of grinding compound, then rotate valve on its seat with grinder.
Continue grinding until a smooth surface is obtained on seat and on valve face. Thoroughly clean cylinder head in
soap and hot water to remove all traces of grinding compound. After drying cylinder head, apply a light coating of SAE
10 oil to prevent rusting.
Valve Stem Seal
These engines use valve stem seals on intake and exhaust valves. Always use a new seal when valves are removed
from cylinder head. Seals should also be replaced if deteriorated or damaged in any way. Never reuse an old seal.
Flywheel Components
B C
D
A Flywheel Fan B Flywheel C Stator D Backing Plate
Remove Fan and Flywheel

NOTE: Always use a flywheel strap wrench or holding tool to hold flywheel when loosening or tightening flywheel
screw. Do not use any type of bar or wedge to hold flywheel. Use of such tools could cause flywheel to
become cracked or damaged.
NOTE: Always use a flywheel puller to remove flywheel from crankshaft. Do not strike crankshaft or flywheel, as
these parts could become cracked or damaged. Striking puller or crankshaft can cause crank gear to move,
affecting crankshaft endplay.
1. Remove shoulder bolts securing fan if still attached and remove fan.
2. Use a flywheel strap wrench or holding tool (see Tools and Aids) to hold flywheel and loosen screw securing
flywheel to crankshaft.
3. Remove screw and washer.
4. Use a puller to remove flywheel from crankshaft.
5. Remove woodruff key.

Inspection Inspection
Inspect flywheel for cracks and flywheel keyway for Inspect governor gear teeth. Replace gear if it is worn,
damage. Replace flywheel if it is cracked. Replace chipped, or if any teeth are missing. Inspect governor
flywheel, crankshaft, and key if flywheel key is sheared weights. They should move freely in governor gear.
or keyway is damaged. Disassembly
Inspect ring gear for cracks or damage. Kohler does not NOTE: Governor gear is held onto shaft by small
provide ring gear as a serviceable part. Replace flywheel molded tabs in gear. When gear is removed from
if ring gear is damaged. shaft, these tabs are destroyed and gear must
be replaced. Therefore, remove gear only if
Remove Stator and Backing Plate (ECH EFI) absolutely necessary.
1. Remove screws securing backing plate. Remove Governor gear must be replaced once it is removed from
backing plate. closure plate.
2. Remove screws and stator. Note position/routing of 1. Remove regulating pin and governor gear assembly.
stator lead. 2. Remove locking tab thrust washer located under
governor gear assembly.
Remove Closure Plate Assembly
3. Carefully inspect governor gear shaft and replace it
1. Remove screws securing closure plate to crankcase. only if it is damaged. After removing damaged shaft,
2. Locate splitting tabs cast into perimeter of closure press or lightly tap replacement shaft into closure
plate. Insert drive end of a 1/2 in. breaker bar plate to depth shown.
between splitting tab and crankcase and turn it to Reassembly
loosen seal. Do not pry on sealing surfaces as this 1. Install locking tab thrust washer on governor gear
can cause leaks. shaft with tab down.
Inspection 2. Position regulating pin within governor gear/flyweight
Inspect oil seal in closure plate and remove it if it is worn assembly and slide both onto governor shaft.
or damaged. Refer to Install Closure Plate Oil Seal in
Reassembly for new oil seal installation.
Inspect main bearing surface for wear or damage (refer Oil Pump Assembly
to Specifications). Replace closure plate assembly if
required. Oil Pump Torque Sequence
Governor Gear Assembly

Governor Shaft Press Depth Details 1
A
2
B
C
Oil pump is mounted inside closure plate. If service is

required, continue with Disassembly, Inspection, and
Reassembly.
Disassembly
1. Remove screws.
2. Remove oil pump assembly from closure plate.
A Gear Shaft
3. Remove oil pump rotor. Unhook locking clip, and
B 19.40 mm (0.7638 in.) care fully pull it free from oil pump housing.
C 34.0 mm (1.3386 in.) 33.5 mm (1.3189 in.) Relief valve is a one-piece style, staked to oil pump
housing. Removal should not be attempted, nor is
Governor gear assembly is located inside closure internal servicing possible. If a problem with relief
plate. If service is required, continue with Inspection, valve is encountered, oil pump should be replaced.
Disassembly, and Reassembly.
Inspection
Inspect oil pump housing, gear, and rotors for nicks,
burrs, wear, or any visible damage. If any parts are worn
or damaged, replace oil pump.

Reassembly
1. Install oil pickup to oil pump body. Lubricate O-ring with oil and make sure it remains in groove as pickup is being
installed.
2. Install rotor.
3. Install oil pump body to closure plate and secure with screws. Torque screws as follows:
a. Install fastener into location 1 and lightly tighten to position pump.
b. Install fastener into location 2 and fully torque to recommended value.
c. Torque fastener in location 1 to recommended value.
First Time Installation: 10.7 N·m (95 in. lb.)
All Reinstallations: 6.7 N·m (60 in. lb.)
4. After torquing, rotate gear and check for freedom of movement. Make sure there is no binding. If binding occurs,
loosen screws, reposition pump, retorque screws and recheck movement.
Crankcase Components
P O
N M Q
G
E
K
L
H
J
F
D
C
A B
A Closure Plate Seal B Closure Plate C Gerotor Gears D Oil Pump Assembly
E Governor Shaft F Governor Washer G Governor Gear H Governor Cup
I Camshaft J Connecting Rod K Crankshaft L Piston
Piston Pin Retainer Governor Cross
M Piston Pin N O Crankcase P
Clip Shaft
Q Piston Rings

Remove Camshaft 4. Remove piston pin from piston for inspection. Use a
small screwdriver to pry pin retainer out of groove.
Remove camshaft.
Inspection and Service Inspection
Check lobes of camshaft for wear or damage. See Piston and Rings Components and Details
Specifications for minimum lift tolerances. Measurement
must be performed while valve train is still assembled.
Inspect cam gear for badly worn, chipped or missing A
teeth. Replacement of camshaft will be necessary if any
of these conditions exist.
Remove Governor Cross Shaft B J
1. Remove retainer and nylon washer, from governor
cross shaft. C
2. Remove cross shaft through inside of crankcase.
Governor Cross Shaft Oil Seal
Cross Shaft Oil Seal Details
A B D
I
H
A Piston Ring B End Gap

C Identification Mark D Piston
A 2.0 mm (0.0787 in.) Top Compression Center Compression
E F
B Governor Cross Shaft Seal Ring Ring
If governor cross shaft seal is damaged and/or leaks, G Rails H Expander
replace it using these following procedures. Oil Control Ring
I J Dye Colored Stripe
Remove oil seal from crankcase and replace it with a (3 Piece)
new one. Install new seal to depth shown using a seal Scuffing and scoring of pistons and cylinder walls occurs
installer. when internal engine temperatures approach welding
point of piston. Temperatures high enough to do this are
Remove Connecting Rods with Pistons and Rings created by friction, which is usually attributed to improper
NOTE: If a carbon ridge is present at top of either lubrication and/or overheating of engine.
cylinder bore, use a ridge reamer tool to remove Normally, very little wear takes place in piston boss-
it before attempting to remove piston. piston pin area. If original piston and connecting rod can
NOTE: Cylinders are numbered on crankcase. Use be reused after new rings are installed, original pin can
numbers to mark each end cap, connecting rod also be reused but new piston pin retainers are required.
and piston for reassembly. Do not mix end caps Piston pin is included as part of piston assembly – if pin
and connecting rods. boss in piston or pin are worn or damaged, a new piston
1. Remove screws securing closest connecting rod end assembly is required.
cap. Remove end cap.
2. Carefully remove connecting rod and piston
assembly from cylinder bore.
3. Repeat above procedure for other connecting rod
and piston assembly.

Ring failure is usually indicated by excessive oil Install New Piston Rings
consumption and blue exhaust smoke. When rings fail,
oil is allowed to enter combustion chamber where it is NOTE: Rings must be installed correctly. Ring
burned along with fuel. High oil consumption can also installation instructions are usually included with
occur when piston ring end gap is incorrect because new ring sets. Follow instructions carefully. Use
ring cannot properly conform to cylinder wall under this a piston ring expander to install rings. Install
condition. Oil control is also lost when ring gaps are not bottom (oil control) ring first and top
staggered during installation. compression ring last.
When cylinder temperatures get too high, lacquer and To install new piston rings, proceed as follows:
varnish collect on pistons causing rings to stick, which 1. Oil Control Ring (Bottom Groove): Install expander
results in rapid wear. A worn ring usually takes on a and then rails. Make sure ends of expander are not
shiny or bright appearance. overlapped.
Scratches on rings and pistons are caused by abrasive 2. Middle Compression Ring (Center Groove): Install
material such as carbon, dirt, or pieces of hard metal. center ring using a piston ring installation tool. Make
Detonation damage occurs when a portion of fuel charge sure identification mark is up or dye colored stripe (if
ignites spontaneously from heat and pressure shortly contained) is left of end gap.
after ignition. This creates 2 flame fronts which meet and 3. Top Compression Ring (Top Groove): Install top ring
explode to create extreme hammering pressures on a using a piston ring expender. Make sure
specific area of piston. Detonation generally occurs from identification mark is up or dye colored stripe (if
using low octane fuels. contained), is left of end gap.
Preignition or ignition of fuel charge before timed spark
can cause damage similar to detonation. Preignition Connecting Rods
damage is often more severe than detonation damage. Offset, stepped-cap connecting rods are used in all
Preignition is caused by a hot spot in combustion these engines.
chamber from sources such as glowing carbon deposits,
blocked cooling fins, an improperly seated valve, or Inspection and Service
wrong spark plug(s). Check bearing area (big end) for excessive wear,
score marks, running and side clearances (refer to
Replacement pistons are available in STD bore size, and Specifications). Replace rod and cap if scored or
in 0.25 mm (0.010 in.), and 0.50 mm (0.020 in.) oversize. excessively worn.
Replacement pistons include new piston ring sets and
new piston pins. Service replacement connecting rods are available in
STD crankpin size and 0.25 mm (0.010 in.) undersize.
Replacement ring sets are also available separately 0.25 mm (0.010 in.) undersized rod can be identified by
for STD, 0.25 mm (0.010 in.), and 0.50 mm (0.020 in.) drilled hole located in lower end of rod shank. Always
oversize pistons. Always use new piston rings when refer to appropriate parts information to ensure correct
installing pistons. Never use old rings. replacements are used.
Some important points to remember when servicing
piston rings: Remove Crankshaft
1. Cylinder bore must be deglazed before service ring Carefully pull crankshaft from crankcase.
sets are used. Inspection and Service
2. If cylinder bore does not need reboring and if old Crankshaft Components and Details
piston is within wear limits and free of score or scuff
marks, old piston may be reused.
3. Remove old rings and clean up grooves. Never A
reuse old rings.
4. Before installing new rings on piston, place top 2
rings, each in turn, in its running area in cylinder B
bore and check end gap. Compare ring gap to
tolerance listed in Specifications. C
5. After installing new compression (top and middle)
rings on piston, check piston-to-ring side clearance.
Compare clearance to tolerance listed in D
Specifications. If side clearance is greater than
specified, a new piston must be used.
A Self-Tapping Screw B Flat Washer

C Plug D Crankshaft

Procedure to Install New Plug:

F Use a single cylinder camshaft pin as a driver and tap
plug into plug bore until it seats at bottom of bore. Make
sure plug is tapped in evenly to prevent leakage.
Remove Flywheel End Oil Seal
G Remove oil seal from crankcase.
E
Crankcase
Inspection and Service
Check all gasket surfaces to make sure they are free of
H gasket fragments. Gasket surfaces must also be free of
deep scratches or nicks.
Fillet Must Blend Smoothly with Bearing Journal Inspect main bearing (if so equipped) for wear or
E damage (refer to Specifications). Replace crankcase
Surface
using a miniblock or short block as required.
F High Point from Fillet Intersections Check cylinder bore wall for scoring. In severe cases,
G 45° Minimum unburned fuel can cause scuffing and scoring of cylinder
wall. It washes necessary lubricating oils off piston and
H This Fillet Area Must Be Completely Smooth cylinder wall. As raw fuel seeps down cylinder wall,
NOTE: If crankpin is reground, visually check to ensure piston rings make metal to metal contact with wall.
fillet blends smoothly with crankpin surface. Scoring of cylinder wall can also be caused by localized
hot spots resulting from blocked cooling fins or from
Inspect gear teeth of crankshaft. If teeth are badly worn, inadequate or contaminated lubrication.
chipped, or some are missing, replacement of crankshaft
will be necessary. If cylinder bore is badly scored, excessively worn,
tapered, or out-of-round, resizing is necessary. Use an
Inspect crankshaft bearing surfaces for scoring, inside micrometer to determine amount of wear (refer
grooving, etc. Some engines have bearing inserts in to Specifications), then select nearest suitable oversize
crankshaft bore of closure plate and/or crankcase. of either 0.25 mm (0.010 in.) or 0.50 mm (0.020 in.).
Do not replace bearings unless they show signs of Resizing to one of these oversizes will allow usage of
damage or are out of running clearance specifications. If available oversize piston and ring assemblies. First,
crankshaft turns easily and noiselessly, and there is no resize using a boring bar, then use these following
evidence of scoring, grooving, etc., on races or bearing procedures for honing cylinder.
surfaces, bearings can be reused.
Honing
Inspect crankshaft keyways. If they are worn or chipped,
replacement of crankshaft will be necessary. Detail
Inspect crankpin for score marks or metallic pickup.
Slight score marks can be cleaned with crocus cloth A
soaked in oil. If wear limits, as stated in Specifications
and Tolerances are exceeded, it will be necessary to
either replace crankshaft or regrind crankpin to 0.25 mm
(0.010 in.) undersize. If reground, a 0.25 mm (0.010 in.)
undersize connecting rod (big end) must then be used to
achieve proper running clearance. Measure crankpin for
size, taper, and out-of-round.
Connecting rod journal can be ground one size under.
When grinding a crankshaft, grinding stone deposits
can get caught in oil passages, which could cause
severe engine damage. Removing crankpin plug when
crankshaft is ground provides easy access for removing
any grinding deposits collected in oil passages.
Use these following procedures to remove and replace
plug. A 23°-33° Crosshatch
Procedure to Remove Crankshaft Plug: NOTE: Kohler pistons are custom-machined to exacting
1. Drill a 3/16 in. hole through plug in crankshaft. tolerances. When oversizing a cylinder, it should
2. Thread a 3/4 in. or 1 in. long self-tapping screw with be machined exactly 0.25 mm (0.010 in.) or 0.50
a flat washer into drilled hole. Flat washer must be mm (0.020 in.) over new diameter
large enough to seat against shoulder of plug bore. (Specifications). Corresponding oversize Kohler
replacement piston will then fit correctly.
3. Tighten self-tapping screw until it draws plug out of
crankshaft.

While most commercially available cylinder hones can Measuring Piston-to-Bore Clearance
be used with either portable drills or drill presses, use
of a low speed drill press is preferred as it facilitates Piston Detail
more accurate alignment of bore in relation to crankshaft
crossbore. Honing is best accomplished at a drill speed
of about 250 RPM and 60 strokes per minute. After
installing coarse stones in hone, proceed as follows: A
1. Lower hone into bore and after centering, adjust so
stones are in contact with cylinder wall. Use of a
commercial cutting-cooling agent is recommended.
2. With lower edge of each stone positioned even with
lowest edge of bore, start drill and honing process.
Move hone up and down while resizing to prevent A 6 mm (0.24 in.)
formation of cutting ridges. Check size frequently. NOTE: Do not use a feeler gauge to measure piston-to-
3. When bore is within 0.064 mm (0.0025 in.) of bore clearance – it will yield inaccurate
desired size, remove coarse stones and replace measurements. Always use a micrometer.
them with burnishing stones. Continue with Before installing piston into cylinder bore, it is
burnishing stones until bore is within 0.013 mm necessary clearance be accurately checked. This step
(0.0005 in.) of desired size and then use finish is often overlooked, and if clearances are not within
stones (220-280 grit) and polish bore to its final size. specifications, engine failure will usually result.
A crosshatch should be observed if honing is done
correctly. Crosshatch should intersect at Use these following procedures to accurately measure
approximately 23°-33° off horizontal. Too flat an piston-to-bore clearance:
angle could cause rings to skip and wear 1. Use a micrometer and measure diameter of piston 6
excessively, and too steep an angle will result in high mm (0.24 in.) above bottom of piston skirt and
oil consumption. perpendicular to piston pin.
4. After resizing, check bore for roundness, taper, and 2. Use an inside micrometer, telescoping gauge, or
size. Use an inside micrometer, telescoping gauge, bore gauge and measure cylinder bore. Take
or bore gauge to take measurements. These measurement approximately 63.5 mm (2.5 in.) below
measurements should be taken at 3 locations in top of bore and perpendicular to piston pin.
cylinder – at top, middle, and bottom. Two 3. Piston-to-bore clearance is difference between bore
measurements should be taken (perpendicular to diameter and piston diameter (step 2 minus step 1).
each other) at each location.
Clean Cylinder Bore After Honing
Proper cleaning of cylinder walls following boring and/
or honing is very critical to a successful overhaul.
Machining grit left in cylinder bore can destroy an engine
in less than 1 hour of operation after a rebuild.
Final cleaning operation should always be a thorough
scrubbing with a brush and hot, soapy water. Use a
strong detergent capable of breaking down machining
oil while maintaining a good level of suds. If suds break
down during cleaning, discard dirty water and start again
with more hot water and detergent. Following scrubbing,
rinse cylinder with very hot, clear water, dry it completely,
and apply a light coating of engine oil to prevent rusting.

Reassembly
Crankcase Components
P O
N M Q
G
E
K
L
H
J
F
D
C
A B
A Closure Plate Seal B Closure Plate C Gerotor Gears D Oil Pump Assembly
E Governor Shaft F Governor Washer G Governor Gear H Governor Cup
I Camshaft J Connecting Rod K Crankshaft L Piston
Piston Pin Retainer Governor Cross
M Piston Pin N O Crankcase P
Clip Shaft
Q Piston Rings
NOTE: Make sure engine is assembled using all specified torque values, tightening sequences and clearances.
Failure to observe specifications could cause severe engine wear or damage. Always use new gaskets. Apply
a small amount of oil to threads of critical fasteners before assembly, unless a Sealant or Loctite® is specified
or preapplied.
Make sure all traces of any cleaner are removed before engine is assembled and placed into operation. Even small
amounts of these cleaners can quickly break down lubricating properties of engine oil.
Check closure plate, crankcase, cylinder heads, to be certain all old sealing material has been removed. Use gasket
remover, lacquer thinner, or paint remover to remove any remaining traces. Clean surfaces with isopropyl alcohol,
acetone, lacquer thinner, or electrical contact cleaner.

Reassembly
Install Flywheel End Oil Seal NOTE: Proper orientation of piston/connecting rod
assemblies inside engine is extremely important.
Oil Seal Detail Improper orientation can cause extensive wear
or damage. Be certain pistons and connecting
rods are assembled exactly as shown.
NOTE: Align chamfer of connecting rod with chamfer of
A its mating end cap. When installed, flat faces of
connecting rods should face each other. Faces
with raised rib should be toward outside.
1. Stagger piston rings in grooves until end gaps are
B 120° apart. Oil ring rails should also be staggered.
2. Lubricate cylinder bore, piston, and piston rings with
engine oil. Compress rings of cylinder 1 piston using
a piston ring compressor.
3. Make sure FLY stamping on piston is facing towards
flywheel side of engine. Use a hammer with a rubber
grip and gently tap piston into cylinder. Be careful oil
ring rails do not spring free between bottom of ring
A 4.5 mm (.177 in.) B Oil Seal compressor and top of cylinder.
4. Install inner rod cap to connecting rod using screws.
1. Make sure seal bore of crankcase is clean and free Torque in increments to 11.6 N·m (103 in. lb.).
of any nicks or burrs. Illustrated instructions are provided in service rod
2. Apply a light coat of clean engine oil to outside package.
diameter of oil seal. 5. Repeat above procedure for other connecting rod
3. Drive oil seal into crankcase using a seal driver. and piston assembly.
Make sure oil seal is installed straight and true in
bore to depth shown. Install Governor Cross Shaft
Install Crankshaft 1. Lubricate governor cross shaft bearing surfaces in
crankcase with engine oil.
1. Lubricate crankshaft journals and connecting rod 2. Slide small lower washer onto governor cross shaft
bearing surfaces with engine oil. and install cross shaft from inside of crankcase.
2. Carefully slide flywheel end of crankshaft through 3. Install nylon washer onto governor cross shaft, then
main bearing in crankcase. start push-on retaining ring. Hold cross shaft up in
Install Connecting Rods with Pistons and Rings position, place a 0.50 mm (0.020 in.) feeler gauge on
top of nylon washer, and push retaining ring down
Piston Detail shaft to secure. Remove feeler gauge, which will
have established proper end play.
Install Camshaft
1. Liberally apply camshaft lubricant (see Tools and
Aids) to each cam lobe. Lubricate camshaft bearing
surfaces of crankcase and camshaft with engine oil.
2. Position timing mark of crankshaft gear at 12 o’clock
position.
B 3. Turn governor cross shaft clockwise until lower end
of shaft contacts cylinder. Make sure cross shaft
remains in this position while installing camshaft.
4. Slide camshaft into bearing surface of crankcase,
A positioning timing mark of camshaft gear at 6 o’clock
position. Make sure camshaft gear and crankshaft
A Cylinder 1 B Cylinder 2 gear mesh, with both timing marks aligned.
NOTE: Cylinders are numbered on crankcase. Make Oil Pump Assembly
sure to install piston, connecting rod and end
cap into its appropriate cylinder bore as Oil pump is mounted inside closure plate. If service was
previously marked at disassembly. Do not mix required, and oil pump was removed, refer to assembly
end caps and connecting rods. procedures under Oil Pump Assembly in Disassembly/
Inspection and Service.

Reassembly
Governor Gear Assembly Clearance Specifications-Crankshaft End Play Shims

Governor gear assembly is located inside closure plate. Green 0.8366-0.9127 mm
If service was required, and governor was removed, (0.8750 mm/0.034 in. Nominal)
refer to assembly procedures under Governor Gear Yellow 1.0652-1.1414 mm
Assembly in Disassembly/Inspection and Service. (1.1033 mm/0.043 in. Nominal)
Red 1.2938-1.3700 mm
Thrust Bearing, Washer and Shim (1.3319 mm/0.052 in. Nominal)
A Remove closure plate. If end play requires adjustment,
remove original spacer and install appropriate size shim
spacer in its place. Then follow procedure under Install
Closure Plate Assembly.
B Install Closure Plate Oil Seal
Oil Seal Details
C
A Thrust Shim B Thrust Washer

Needle Thrust
C D Bearing Race
Bearing
E Closure Plate
Some specifications use a needle type thrust bearing, C B
thrust washer and shim spacer to control end play of
crankshaft. If these items are noted during disassembly, A Oil Seal B 8.0 mm (0.314 in.)
make sure they are reinstalled in sequence shown. A
different procedure will have to be followed to check and C Seal Depth
adjust crankshaft end play on these models. 1. Check to make sure there are no nicks or burrs in
Race for thrust bearing presses loosely into closure crankshaft bore of closure plate.
plate. If it is not already installed, push it into crankshaft 2. Apply a light coat of engine oil to outside diameter of
bore inside closure plate. Pack thrust bearing with heavy oil seal.
grease and stick bearing into race. Wipe some grease
on face of thrust washer and stick it onto thrust bearing. 3. Drive oil seal into closure plate using a seal driver.
Wipe some grease on face of original shim spacer and Make sure oil seal is installed straight and true in
stick it onto thrust washer. bore to depth shown.
Install closure plate onto crankcase without applying
RTV sealant and secure it with only 2 or 3 fasteners
at this time. Use a dial indicator to check crankshaft
end play. End play should be 0.070/0.270 mm
(0.0028/0.0100 in.). Shim spacers are available in 3
color coded thicknesses if adjustment is needed.

Reassembly
Install Closure Plate Assembly Closure Plate Fastener Torque Sequence
1
A 3
10
5
8
6
9
A RTV Must Be All Around O-ring Groove.
2 4
RTV sealant is used as a gasket between closure plate
and crankcase. Refer to Tools and Aids for a listing of
approved sealants. Always use fresh sealant. Using Install Stator and Backing Plate
outdated sealant can result in leakage.
1. Apply pipe sealant with Teflon® (Loctite® 592™ PST®
1. Be sure sealing surfaces have been cleaned and Thread Sealant or equivalent) to stator mounting
prepared as described at beginning of Disassembly/ holes.
2. Position stator aligning mounting holes so leads are
2. Check to make sure there are no nicks or burrs on at bottom, towards crankcase.
sealing surfaces of closure plate or crankcase.
3. Install and torque screws to 6.2 N·m (55 in. lb.) into
3. Apply a 1.5 mm (1/16 in.) bead of sealant to sealing new holes or 4.0 N·m (35 in. lb.) into used holes.
surface of closure plate. Verify O-ring is present. See
sealant pattern. 4. Route stator leads in crankcase channel, then install
backing plate. Secure using screws. Torque screws
4. Make sure end of governor cross shaft is lying to 10.7 N·m (95 in. lb.) into new holes or 7.3 N·m (65
against bottom of cylinder 1 inside crankcase. in. lb.) into used holes.
5. Install closure plate to crankcase. Carefully seat
camshaft and crankshaft into their mating bearings.
Rotate crankshaft slightly to help engage oil pump
and governor gear meshes.
6. Install screws securing closure plate to crankcase.
Torque fasteners in sequence shown to 25.6 N·m
(227 in. lb.). One mounting screws has a thread
sealant patch. This screw is typically installed in #10
hole shown. Reapply pipe sealant with Teflon®
(Loctite® 592™ PST® Thread Sealant or equivalent).

Reassembly
Install Flywheel NOTE: Make sure flywheel key is installed properly in

keyway. Flywheel can become cracked or
damaged if key is not properly installed.
CAUTION 1. Install woodruff key into keyway of crankshaft. Make
Damaging Crankshaft and Flywheel Can sure key is properly seated and parallel with shaft
cause personal injury. taper.
2. Install flywheel onto crankshaft being careful not to
shift woodruff key.
3. Install screw and washer.
Using improper procedures can lead to broken
fragments. Broken fragments could be thrown from 4. Use a flywheel strap wrench or holding tool to hold
engine. Always observe and use precautions and flywheel. Torque screw securing flywheel to
procedures when installing flywheel. crankshaft to 71.6 N·m (52.8 ft. lb.).
Install Fan
Flywheel Components
NOTE: Position locating tabs on back of fan in locating
holes of flywheel.
A 1. Install fan onto flywheel using screws (engines with
plastic grass screen). Engines with a metal grass
screen will leave fan loosely assembled.
2. Torque screws to 9.9 N·m (88 in. lb.).
Install Hydraulic Lifters
NOTE: Hydraulic lifters should always be installed in
same position as before disassembly. Exhaust
lifters are located on output shaft side of engine
while intake lifters are located on fan side of
B engine. Cylinder numbers are embossed on top
of crankcase and each cylinder head.
1. See Servicing Hydraulic Lifters in Disassembly/
2. Apply camshaft lubricant to bottom surface of each
C lifter. Lubricate hydraulic lifters and lifter bores in
crankcase with engine oil.
3. Note mark or tag identifying hydraulic lifters as either
intake or exhaust and cylinder 1 or cylinder 2. Install
hydraulic lifters into their appropriate location in
crankcase. Do not use a magnet.
D
4. If breather reeds and stops were removed from
crankcase, reinstall them at this time and secure
with screw. Torque screw to 4.0 N·m (35 in. lb.).
A Flywheel Fan B Flywheel

C Stator D Backing Plate
NOTE: Before installing flywheel make sure crankshaft
taper and flywheel hub are clean, dry, and
completely free of any lubricants. Presence of
lubricants can cause flywheel to be over
stressed and damaged when screw is torqued to
specifications.
Reassembly
Cylinder Head Components
N
K J
M I
L H
E D
C
A Valve Cover B Valve Cover Gasket C Hex Flange Screw D Rocker Arm Piviot
E Rocker Arm F Push Rod G Hydraulic Lifter H Valve Cap
Valve Spring
I Valve Keeper J Valve Spring K Valve Seal L Retainer
Cylinder Head
M Cylinder Head N O Valve P Dowel Pin
Gasket
Valve Stem Seals Assemble Cylinder Heads

These engines use valve stem seals on intake valves Prior to installation, lubricate all components with engine
and on exhaust valves. Always use a new seal whenever oil, paying particular attention to lip of valve stem seal,
valve is removed or if seal is deteriorated or damaged in valve stems, and valve guides. Install following items in
any way. Never reuse an old seal. order listed below using a valve spring compressor.

Reassembly
• Intake and exhaust valves. 6. Lightly lubricate exposed (upper) threads of studs
• Valve spring retainers. with engine oil. Install a flat washer and hex nut onto
• Valve springs. each mounting stud. Torque hex nuts in 2 stages;
• Valve spring caps. first to 16.9 N·m (150 in. lb.), finally to 33.9 N·m (300
• Valve spring keepers. in. lb.). Follow torque sequence.
Install Cylinder Heads Heads secured with screws:
Torque Sequence
2. Install a new cylinder head gasket, (part number
facing up).
3. Install cylinder head and start screws.
4. Torque screws in 2 stages; first to 22.6 N·m (200 in.
lb.), finally to 41.8 N·m (370 in. lb.). Follow torque
sequence.
Install Push Rods and Rocker Arms
NOTE: Push rods should always be installed in same
position as before disassembly.
1. Note mark or tag identifying push rod as either
intake or exhaust and cylinder #1 or #2. Dip ends of
#1 #2 push rods in engine oil and install, making sure each
push rod ball seats in its hydraulic lifter socket.
2. Apply grease to contact surfaces of rocker arms and
rocker arm pivots. Install rocker arms and rocker arm
NOTE: Cylinder heads must be attached with original pivots on 1 cylinder head, and start screws.
type of mounting hardware, using either screws,
or mounting studs with nuts and washers. Do 3. Torque screws to 11.9 N·m (105 in. lb.). Repeat for
not intermix components. other rocker arm.
NOTE: Match numbers embossed on cylinder heads 4. Use a spanner wrench or rocker arm lifting tool (see
and crankcase. Tools and Aids) to lift rocker arms and position push
rods underneath.
1. Check to make sure there are no nicks or burrs on
sealing surfaces of cylinder head or crankcase. 5. Repeat above steps for remaining cylinder. Do not
interchange parts from cylinder heads.
Heads secured with mounting studs, nuts, and washers:
2. If all studs were left intact, go to Step 6. If any studs 6. Rotate crankshaft to check for free operation of
were disturbed or removed, install new studs as valve train. Check clearance between valve spring
described in Step 3. Do not use/reinstall any coils at full lift. Minimum allowable clearance is 0.25
loosened or removed studs. mm (0.010 in.).
3. Install new mounting stud(s) into crankcase. Check Assembly
Important: Rotate crankshaft a minimum of 2 revolutions
a. Thread and lock 2 mounting nuts together on to check longblock assembly and overall proper
smaller diameter threads. operation.
b. Thread opposite end of stud with preapplied
locking compound into crankcase until specified Install Spark Plugs
height from crankcase surface is achieved. When 1. Check gap using wire feeler gauge. Adjust gap to
threading in studs, use a steady tightening motion 0.76 mm (0.03 in.).
without interruption until proper height is
obtained. Otherwise, frictional heat from engaging 2. Install plug into cylinder head.
threads may cause locking compound to set up 3. Torque plug to 27 N·m (20 ft. lb.).
prematurely.
Studs closest to lifters must have an exposed height of
75 mm (2 15/16 in.).
Studs furthest from lifters must have an exposed height
of 69 mm (2 3/4 in.).
c. Remove nuts and repeat procedure as required.
4. Check dowel pins are in place and install a new
cylinder head gasket (part number facing up).
5. Install cylinder head. Match numbers on cylinder
heads and crankcase. Make sure head is flat on
gasket and dowel pins.

Reassembly
Install Intake Manifold Install Crankshaft Position Sensor

Torque Sequence NOTE: Ensure all parts are clean, undamaged and free
of debris and make sure electrical connectors
have seal in place.
1. Install crankshaft position sensor and bracket
assembly to crankcase posts.
3 4 2. Snug screws and check air gap of sensor with a
feeler gauge. It must be 0.20-0.70 mm (0.008-0.027
in.).
1 3. Torque bracket screws to crankcase to 4.0 N·m (35
2 in. lb.) into used holes or 6.2 N·m (55 in. lb.) into new
holes.
4. Push electrical connector on crankshaft position
sensor making sure a good connection is made.
1. Install intake manifold and new gaskets, with wiring
harness attached, to cylinder heads. Slide any wiring Install Valve Covers
harness clips onto appropriate bolts before installing. Torque Sequence
Make sure gaskets are in proper orientation. Torque
screws in 2 stages, first to 7.8 N·m (69 in. lb.), then
to 10.5 N·m (93 in. lb.), using sequence shown. 1 3
2. Install ground terminal to crankcase post with a
silver screw. Torque to 4.0 N·m (35 in. lb.) into used
holes or 6.2 N·m (55 in. lb.) into new holes.
3. Install wire harness clip to other crankcase post and
torque screw to 4.0 N·m (35 in. lb.) into used holes
or 6.2 N·m (55 in. lb.) into new holes.
4. Place wire harness conduit in clip and snap clip
together.
Install Fuel Injectors
NOTE: Ensure all parts are clean, undamaged and free 4 2
of debris and make sure electrical connectors
have seal in place.
1. Lightly lubricate fuel injector O-rings with clean 1. Make sure sealing surfaces are clean.
engine oil. 2. Make sure there are no nicks or burrs on sealing
2. Push retaining clip onto fuel injector, aligning clip. surfaces.
3. Press fuel injector into fuel injector cap until retaining 3. Install a new O-ring in groove of each cover.
clip snaps into place. 4. Position covers on cylinder heads including any
4. Press fuel injector into bore in intake manifold and clips, lifting straps, or brackets that were present
rotate to original position. prior to disassembly. Install screws in each cover
and finger tighten.
5. Install fuel injector cap screw into intake manifold
and torque to 7.3 N·m (65 in. lb.). 5. Torque valve cover fasteners to 6.2 N·m (55 in. lb.)
using sequence shown.
6. Push electrical connector on fuel injector making
sure a good connection is made. 6. Carefully position breather cover on crankcase.
Install screws at locations 3 and 4 shown and finger
7. Repeat steps 1 through 6 for other fuel injector. tighten at this time.
Install Manifold Absolute Pressure (MAP) Sensor 7. Install inner baffles using 2 remaining screws and
(ECH EFI) finger tighten. Do not torque screws at this time; they
will be tightened after blower housing and outer
NOTE: Ensure all parts are clean, undamaged and free baffles are installed.
of debris and make sure electrical connector has
seal in place.
1. Lightly oil MAP sensor O-ring and push MAP sensor
into bore in intake manifold.
2. Torque screw to 7.3 N·m (65 in. lb.).
3. Push electrical connector on MAP sensor making
sure a good connection is made.

Reassembly
External Engine Components
C F
D E
A
B
A Debris Screen B Blower Housing C Outer Baffle D Breather Cover

Oil Temperature
E Oil Sentry™ F G Inner Baffle
Sensor

Reassembly
Install Breather Cover and Inner Baffles 2. Position outer baffles and secure using M6 screws.
Install M6 screws (20 mm long) into intake port side
Torque Sequence of cylinder heads, including any lifting strap. Install 2
M6 screws (16 mm long) into exhaust port side of
1&5 cylinder head. Install 2 short M5 screws (10 mm
long) in upper mounting holes of outer baffles (into
backing plate). Be sure any leads are routed out
3 through proper offsets or notches, so they will not be
pinched between blower housing and baffles.
3. Insert and tighten all remaining blower housing and
baffle screws with exception of rectifier-regulator
grounding bracket screw. Torque all blower housing
and baffle M6 screws assembled into aluminum to
10.7 N·m (95 in. lb.) for a new hole, or 7.3 N·m (65
in. lb.) for a used hole. Torque all blower housing
and baffle M5 screws assembled into sheet metal
4 2 (backing plate) to 2.8 N·m (25 in. lb.) for new holes,
or 2.3 N·m (20 in. lb.) for used holes.
1. Be sure sealing surfaces of crankcase and breather 4. Torque breather cover screws to 11.3 N·m (100 in.
cover are clean of old gasket material. Do not scrape lb.) into new holes or 7.3 N·m (65 in. lb.) into used
surfaces as this could result in leakage. Use a new holes in sequence shown. Note first screw is torqued
gasket when installing breather cover. a second time.
2. Check to make sure there are no nicks or burrs on Install Rectifier-Regulator
sealing surfaces.
NOTE: Rectifier-regulator middle terminal (B+) is offset
3. Position breather gasket and cover on crankcase. (not equally spaced) from outer terminals (AC).
Install screws in locations 3 and 4. Finger tighten at Verify rectifier-regulator plug is assembled to
this time. match terminal offset of rectifier-regulator.
4. Install inner baffles using remaining screws and 1. Install rectifier-regulator in blower housing if
finger tighten. Do not torque screws at this time; they removed previously, then secure grounding bracket
will be tightened after blower housing against outer side of rectifier-regulator with a silver
screw.
Install Oil Temperature Sensor (ECH EFI)
2. Torque black rectifier-regulator screws to 1.4 N·m
NOTE: Ensure part is clean, undamaged and free of (12.6 in. lb.) and silver ground strap screw to 2.8
debris and make sure electrical connector has N·m (25 in. lb.) into new holes or 2.3 N·m (20 in. lb.)
seal in place. into used holes.
1. Lightly lubricate oil temperature sensor O-ring and 3. Connect plug to rectifier-regulator. If purple wire was
install oil temperature sensor into breather cover. removed, verify locking tang is raised on terminal
2. Torque sensor to 7.3 N·m (65 in. lb.). and push wire terminal into plug prior to connecting
3. Push electrical connector on oil temperature sensor to rectifier-regulator.
making sure a good connection is made.
Install Oil Sentry™ (If So Equipped)
1. Apply pipe sealant with Teflon® (Loctite® 592™
PST® Thread Sealant or equivalent) to threads of Oil
Sentry™ switch and install it into breather cover.
Torque to 4.5 N·m (40 in. lb.).
2. Connect wire lead (green) to Oil Sentry™ terminal.
Install Blower Housing and Outer Baffles
NOTE: Do not completely tighten screws until all items
are installed to allow shifting for hole alignment.
1. Slide blower housing into position over front edge of
inner baffles. Start a few screws to hold it in place.

Reassembly
Install Metal Debris Screen 7. Carefully remove 2 studs and replace with 2 screws.
Torque screws to 9.9 N·m (88 in. lb.). Repeat
Spring Washer Details procedure for other 2 studs and screws.
A Install Plastic Debris Screen
Place plastic grass screen on fan and secure with hex
screws. Torque screws to 4.0 N·m (35 in. lb.).
Install Electric Starter Motor and ECU Bracket (ECH
EFI)
1. Install electric starter motor using screws. Position
ECU bracket as shown.
2. Torque screws to 16.0 N·m (142 in. lb.).
3. Connect leads to solenoid.
ECU (ECH EFI)
Install Electronic Control Unit (ECU)
A Spring Washer
E
C
D B
A
C
B
Electronic Control ECU Bracket
A B
Unit (ECU)
C Starter
A Metal Debris B Fan NOTE: ECU pins should be coated with a thin layer of
Screen
electrical grease to prevent fretting and
C Flywheel D Spacer corrosion and may need to be reapplied if ECU
E Hex Bolt is being reused.
1. Verify locating tabs on back of fan are inserted into 1. Install ECU to ECU bracket using screws. Torque M5
locating holes on flywheel. screws to 6.2 N·m (55 in. lb.) into new holes or 4.0
N·m (35 in. lb.) into used holes.
2. To assist assembly, find 4 intake manifold studs with
M6 thread at least 100 mm in length to be used as 2. Connect Black and Grey electrical connectors.
guide pins. Insert intake manifold studs through Connectors and ECU are keyed in such a way so
cooling fan mounting holes and thread them 4 or 5 they cannot be installed incorrectly.
turns into flywheel.
Install Throttle Body
3. Install a spring washer on each stud with concave
side down toward cooling fan. NOTE: Ensure part is clean, undamaged and free of
debris and make sure electrical connector has
4. Install a spacer on each stud with stepped end seal in place.
down. Smaller diameter should extend through
spring washer and fan, so tip is resting on flywheel, 1. Lightly lubricate oil temperature sensor O-ring and
and shoulder is resting on spring washer. install oil temperature sensor into breather cover.
5. Install support ring on studs, so it is resting on 2. Torque sensor to 7.3 N·m (65 in. lb.).
spacers. Then install metal screen on top of support 3. Push electrical connector on oil temperature sensor
ring. making sure a good connection is made.
6. Install plain washers on each hex cap screw. Apply
Loctite® 242® to hex cap screw threads.

Reassembly
NOTE: Ensure all parts are clean, undamaged and free of debris and make sure electrical connector has seal in
place.
1. Install a new throttle body O-ring prior to installation. Make sure all holes align and are open.
2. Install throttle body, throttle position sensor, intake air temperature sensor, throttle linkage, spring and bushing, as
an assembly.
3. Install air cleaner bracket (models with heavy-duty air cleaner only) to valve covers. Torque screws to 9.9 N·m (88
in. lb.).
4. Push electrical connector onto intake air temperature sensor making sure a good connection is made by listening
for a click.
5. Connect breather hose to throttle body using a pliers to compress spring clamp. Route hose around throttle body
and connect to breather cover using a spring clamp.
6. Connect 5/32" I.D. vent hose from fuel pump module to throttle body.
7. Push electrical connector onto throttle position sensor making sure a good connection is made.

Explosive Fuel can cause fires and severe containers, in well ventilated, unoccupied buildings, away
burns. from sparks or flames. Spilled fuel could ignite if it comes
Do not fill fuel tank while engine is hot or in contact with hot parts or sparks from ignition. Never use
running. gasoline as a cleaning agent.
Fuel Pump (ECH EFI)

Remove Lift Fuel Pump and Fuel Pump Module
C
B
G
D
F
G
Outlet to Fuel Pump

A Pulse Pump B Inlet Hose C D Pulse Hose
Module
Fuel Pump Module High Pressure Fuel
E Electrical Connector F Fuel Pump Module G H
Baffle Line Connector
I Oetiker Clamp

Reassembly
NOTE: Some applications may have 2 in-line fuel filters. In those applications, connect in-line 51-75 micron mesh fuel
filter and hose to inlet barb of lift fuel pump and secure with a spring clamp. In-line 10 micron EFI paper fuel
filter and hose must be connected to outlet barb of lift fuel pump and secured with a spring clamp.
NOTE: Ensure all parts are clean, undamaged and free of debris and make sure electrical connector has seal in
place.
NOTE: Fuel pump module pins should be coated with a thin layer of electric grease to prevent fretting and corrosion
and may need to be reapplied if fuel pump module is being reused.
1. Install lift fuel pump (pulse or mechanical) and lines as an assembly. Connect pulse line to crankcase vacuum
fitting if engine has a pulse lift fuel pump.
2. Install lift fuel pump to bracket on housing using screws. Torque to M6 screws to 7.3 N·m (68 in. lb.) into new
holes or 6.2 N·m (55 in. lb.) into used holes.
3. Connect in-line 10 micron EFI fuel filter and hose to inlet barb of lift fuel pump and secure with spring clamp.
4. Install fuel pump module baffle to crankcase using screws. Torque screws to 11.9 N·m (105 in. lb.).
5. Push high pressure fuel line connector onto fuel pump module fitting.
6. If Oetiker clamp was cut to remove inlet fuel line, slide a new Oetiker clamp onto fuel line and connect fuel line.
Only use an Oetiker clamp pliers to crimp Oetiker clamps. Oetiker clamp crimp must point up, away from top of
fuel pump module and abrasion sleeve must be positioned over Oetiker clamp.
7. Connect electrical connector to top of fuel pump module. Ensure grey locking tab is pulled out before connecting.
Push connector onto terminal until a click is heard, then push in grey locking tab to lock connector.
8. Install fuel pump module to baffle with screws. Torque screws to 9.2 N·m (81 in. lb.).
Install External Governor Control (ECH EFI)
B
A
C B
F D
F C
E
A G
H
Speed Control Cable Clamp Throttle Actuator

A Bracket B C Screw D Lever (bottom)
Throttle Control Lever

E Spring Washer F G Flat Washer H Nut
(top)
I Return Spring
1. Install governor lever onto governor cross shaft.
2. Make sure throttle linkage, linkage spring, and black linkage bushing are connected to governor lever and to
throttle lever on throttle body.
Install Throttle Control Panel
NOTE: To identify various parts and assembly of throttle control panel, refer to External Governor Control
Components.

Reassembly
1. Secure throttle control panel to crankcase with 1. Prefill a new oil filter following instructions.
thread forming screws. 2. Place new filter in shallow pan with open end up. Fill
2. Attach governor spring to previously marked hole on with new oil until oil reaches bottom of threads. Allow
governor lever. 2 minutes for oil to be absorbed by filter material.
3. Apply a thin film of clean oil to rubber gasket on oil
Install Air Cleaner Assembly filter.
Refer to Air Cleaner/Intake Air for air cleaner reassembly 4. Refer to instructions on oil filter for proper
procedure. installation.
Heavy-Duty Air Cleaner 5. Fill crankcase with new oil. Level should be at top of
1. Install air cleaner assembly onto throttle body indicator on dipstick.
mounting studs. Secure with nuts and screws.
Torque nuts to 7.4-9.0 N·m (65.5-80 in. lb.) and 6. Reinstall oil fill cap/dipstick and tighten securely.
torque screws to 4.6-6.9 N·m (41-61 in. lb.).
Connect Spark Plug Leads
Low-Profile Air Cleaner
1. Verify O-ring is present around machined O.D. of Connect leads to spark plugs.
throttle body and place air cleaner base onto throttle
body studs. Secure air cleaner base using nuts. Prepare Engine for Operation (ECH EFI)
Attach air cleaner base bracket to cylinder heads NOTE: If ECU, throttle body, TPS or fuel pump module
with screws behind any control panel or bracket. were replaced, an ECU Reset and TPS Learn is
Attach air cleaner base to lower bracket with 2 M5 required. Refer to Electrical System for ECU
screws through lower section of base. Torque nuts to Reset and TPS Learn procedure.
6.2-7.3 N·m (55-65 in. lb.), and 2 lower M5 mounting
screws (when applicable) to 4.0 N·m (35 in. lb.). Engine is now completely reassembled. Before starting
or operating engine, be sure to do following.
2. Install air cleaner components as described in Air
Cleaner/Intake. 1. Make sure all hardware is tightened securely.
2. Make sure oil drain plugs, Oil Sentry™ pressure
Setting Initial Governor Adjustment switch, and a new oil filter are installed.
1. Move governor lever toward throttle body as far as it 3. Verify crankcase has been filled with correct amount,
will go (wide-open throttle) and hold in position. weight, and type of oil. Refer to oil recommendations
2. Insert a nail into hole on cross shaft and rotate shaft and procedures in Maintenance, Specifications, and
counterclockwise as far as it will turn, then torque Lubrication System.
hex nut to 7.1 N·m (63 in. lb.). 4. Adjust idle speed adjusting screw as necessary.
Refer to Fuel System.
Install Muffler
5. Turn on fuel supply.
1. Install port liners (if equipped). Install exhaust
gaskets and muffler. Install oxygen sensor, torque to
50.1 N·m (37 ft. lb.), and connect to wire harness.
2. Install muffler and attaching hardware to muffler
bracket. Torque screws to 9.9 N·m (88 in. lb.).
3. Install nuts to exhaust studs. Torque nuts to 27.8
N·m (246 in. lb.).
Install Oil Cooler (if equipped)
1. Secure adapter to closure plate with oil filter nipple.
Torque oil filter nipple to 28.5 N·m (21 ft. lb.).
2. Verify all fuel and vent hoses are routed properly and
not pinched. Install 2 screws to blower housing.
Torque screw between hoses to 2.3 N·m (20 in. lb.)
and outer screw to 2.8 N·m (25 in. lb.).
Install Oil Filter and Fill Crankcase with Oil
NOTE: If testing oil pressure after completing
reassembly, install oil pressure adapter instead
of oil filter.

Reassembly
Sensitivity Adjustment
C
D
E
A Governor Lever B Hole 1

C Hole 2 D Hole 3
E Hole 4
Governor sensitivity is adjusted by repositioning
governor spring in holes of governor lever. If speed
surging occurs with a change in engine load, governor
is set too sensitive. If a big drop in speed occurs when
normal load is applied, governor should be set for
greater sensitivity. Adjust as follows:
1. To increase sensitivity, move spring closer to
governor lever pivot point.
2. To decrease sensitivity, move spring away from
governor lever pivot point.
Testing Engine
It is recommended engine be operated on a test stand or
bench prior to installation in piece of equipment.
1. Set engine up on a test stand. Start engine, inspect
for leaks and check to make certain oil pressure (20
psi or more) is present. Run engine at idle for 2-3
minutes, then 5-6 minutes more between idle and
midrange.
2. Adjust idle speed screw located on throttle body as
necessary. Standard idle speed setting for EFI
engines is 1500 RPM, but certain applications might
require a different setting.
3. Adjust high-speed stop as necessary located on
control panel (if so equipped). Make sure maximum
engine speed does not exceed 4200 RPM (no load).

Reassembly

Reassembly

© 2011 by Kohler Co. All rights reserved.

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ECH630-ECH749, CH735, CH26, CH745

24 690 01 Rev. D KohlerEngines.com 1

WARNING WARNING CAUTION

2 KohlerEngines.com 24 690 01 Rev. D

Every 25 Hours or Annually¹

Every 100 Hours or Annually¹

Every 150 Hours

Every 200 Hours¹

Every 200 Hours

Every 300 Hours¹

Every 600 Hours¹

24 690 01 Rev. D KohlerEngines.com 3

NOTE: E15, E20 and E85 are NOT approved and

4 KohlerEngines.com 24 690 01 Rev. D

142.89 92.10 Engine

1/4 IN. SQ.

7/16-20 UNF 2B (IN.)

52.75 ENGINE MOUNTING

SOLENOID 3/8-16 UNC 2B (IN.)

24 690 01 Rev. D KohlerEngines.com 5

1/4 IN. SQ. KEYWAY 8550

7/16-20 UNF 28 IN.

ENGINE MTG SURFACE MOUNTING HOLE “A”

6 KohlerEngines.com 24 690 01 Rev. D

GENERAL SPECIFICATIONS3,6 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

TORQUE SPECIFICATIONS3,5 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

M6 10.7 N·m (95 in. lb.) into new holes

Into extruded hole in sheet metal

24 690 01 Rev. D KohlerEngines.com 7

TORQUE SPECIFICATIONS3,5 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

TORQUE SPECIFICATIONS3,5 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Speed Control Bracket

TORQUE SPECIFICATIONS3,5 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Max. Wear Limit 0.088 mm (0.0035 in.) 0.070 mm (0.0028 in.)

10 KohlerEngines.com 24 690 01 Rev. D

CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

24 690 01 Rev. D KohlerEngines.com 11

CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Piston, Piston Rings, and Piston

Pin Bore I.D.

CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Valves and Valve Lifters

English Fastener Torque Recommendations for Standard Applications

Size Grade 2 Grade 5 Grade 8

Tightening Torque: N·m (ft. lb.) ± 20%

Metric Fastener Torque Recommendations for Standard Applications

Tightening Torque: N·m (ft. lb.) ± 10%

14 KohlerEngines.com 24 690 01 Rev. D

24 690 01 Rev. D KohlerEngines.com 15

16 KohlerEngines.com 24 690 01 Rev. D

FLYWHEEL HOLDING TOOL ROCKER ARM/CRANKSHAFT TOOL

24 690 01 Rev. D KohlerEngines.com 17

18 KohlerEngines.com 24 690 01 Rev. D

Engine Loses Power EXTERNAL ENGINE INSPECTION

Sludge is a natural by-product of combustion; a small

After inspecting external condition of engine, clean

24 690 01 Rev. D KohlerEngines.com 19

CRANKCASE VACUUM TEST

20 KohlerEngines.com 24 690 01 Rev. D

24 690 01 Rev. D KohlerEngines.com 21

AIR CLEANER NOTE: Operating engine with loose or damaged air

22 KohlerEngines.com 24 690 01 Rev. D